EUROCONTROL EXPERIMENTAL CENTRE · FRANCE Telephone: +33 (0)1 69 88 75 00 Sponsor: EUROCONTROL...

The information contained in this document is the property of the EUROCONTROL Agency and no part should be reproduced in any form without the Agency’s permission.

The views expressed herein do not necessarily reflect the official views or policy of the Agency.

EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION

EUROCONTROL

EUROCONTROL EXPERIMENTAL CENTRE

COSPACE 2002 FLIGHT DECK EXPERIMENTS ASSESSING THE IMPACT OF SPACING INSTRUCTIONS FROM CRUISE TO INITIAL APPROACH

EEC Report No. 388

Volume II - Annex

Project AGC-Z-FR

Issued: February 2004

REPORT DOCUMENTATION PAGE

Reference: EEC Report No. 388 – Volume II

Security Classification: Unclassified

Originator: EEC – ACS

Originator (Corporate Author) Name/Location: EUROCONTROL Experimental Centre Centre de Bois des Bordes B.P.15 F – 91222 Brétigny-sur-Orge CEDEX FRANCE Telephone: +33 (0)1 69 88 75 00

Sponsor: EUROCONTROL

Sponsor (Contract Authority) Name/Location: EUROCONTROL Agency Rue de la Fusée, 96 B.P.15B – 1130 BRUXELLES Telephone: +32 2 729 90 11

TITLE: COSPACE 2002 FLIGHT DECK EXPERIMENTS

ASSESSING THE IMPACT OF SPACING INSTRUCTIONS FROM CRUISE TO INITIAL APPROACH Volume II - Annex

Authors

Carine Hebraud (Sofreavia), Eric Hoffman,

Anne Papin (Pacte Novation) Nayen Pene (Steria),

Laurence Rognin (Steria), Carol Sheehan, Karim Zeghal

Date 02/2004

Pages vi + 172

Figures --

Tables --

Annexes --

References --

Project AGC-Z-FR

Task No. Sponsor -

Period

Distribution Statement: (a) Controlled by: EUROCONTROL Project Manager (b) Special Limitations: None (c) Copy to NTIS: YES / NO

Descriptors (keywords):

ADS-B, airborne spacing, ASAS, flight crew activity, eye movement analysis, real-time experiment, sequencing applications.

Abstract: See Report.

COSPACE 2002 EUROCONTROL

Project AGC-Z-FR - EEC Report No. 388 – Volume II v

TABLE OF CONTENTS

1. SPACING INSTRUCTIONS ..........................................................................................1

2. SCRIPTS MAY'02 .........................................................................................................2 2.1. FLIGHT PLANS.............................................................................................................. 2

2.1.1. Simulated aircraft flight plans ............................................................................2 2.1.2. Target aircraft flight plans ..................................................................................2 2.1.3. Waypoint co-ordinates.......................................................................................2

2.2. SCENARIOS .................................................................................................................. 3 2.2.1. Remain Behind ATN..........................................................................................3 2.2.2. Remain Behind OKRIX......................................................................................4 2.2.3. Merge Behind OKRIX (+ Landing ILS26) ..........................................................5 2.2.4. Merge Behind MEL............................................................................................6 2.2.5. Heading then Merge Behind OKRIX (+ Landing ILS26) ....................................7 2.2.6. Heading then Merge Behind MEL .....................................................................8

3. SYSTEM RECORDINGS MAY'02.................................................................................9 3.1. SPECIFIED .................................................................................................................... 9 3.2. IMPLEMENTED ........................................................................................................... 10

4. QUESTIONNAIRES MAY'02 ......................................................................................17 4.1. BLANK ENTRY QUESTIONNAIRE.............................................................................. 17 4.2. BLANK POST-RUN QUESTIONNAIRE ....................................................................... 19 4.3. BLANK FINAL QUESTIONNAIRE................................................................................ 24 4.4. FILLED FINAL QUESTIONNAIRE ............................................................................... 40

5. NUMBER AND DURATION OF SPEED ACTIONS MAY'02 ......................................75

6. DISTRIBUTION OF SPEED MAGNITUDE MAY'02....................................................81

7. DISTRIBUTION OF SPACING MAY'02 ......................................................................82

8. SCRIPTS DEC'02 .......................................................................................................83 8.1. FLIGHT PLANS............................................................................................................ 83

8.1.1. Simulated aircraft flight plans ..........................................................................83 8.1.2. Target aircraft flight plans ................................................................................83 8.1.3. Waypoint co-ordinates.....................................................................................84

8.2. SCENARIOS ................................................................................................................ 84 8.2.1. AFR3423 .........................................................................................................85 8.2.2. AF296BG.........................................................................................................85 8.2.3. AZA356............................................................................................................86 8.2.4. LB026MQ ........................................................................................................86

EUROCONTROL COSPACE 2002

vi Project AGC-Z-FR - EEC Report No. 388 – Volume II

9. SYSTEM RECORDINGS DEC'02 ...............................................................................88

10. LIST OF MEASUREMENTS DEC’02..........................................................................96

11. PHASES DURATION DEC'02 ....................................................................................97

12. QUESTIONNAIRES DEC'02.......................................................................................98 12.1. BLANK ENTRY QUESTIONNAIRE.............................................................................. 98 12.2. BLANK POST-RUN QUESTIONNAIRE ..................................................................... 100 12.3. BLANK FINAL QUESTIONNAIRE.............................................................................. 102 12.4. SYNTHESIS OF THE FINAL QUESTIONNAIRE....................................................... 113

13. FLIGHT PROFILE (SPEED, CR, SPACING AND ALTITUDE) DEC'02 ...................121

14. INTERVAL ANALYSIS DEC'02 ................................................................................152 14.1. EXAMPLES OF PRELIMINARY RESULTS ............................................................... 152 14.2. DISTRIBUTION OF SPEED INTERVALS.................................................................. 154

15. TEMPORAL DISTRIBUTION OF SPEED ADJUSTMENTS DEC’02........................156

16. DISTRIBUTION OF SPEED MAGNITUDE DEC'02..................................................159

17. FIXATIONS PER AREA OF INTEREST DEC'02......................................................163

18. SPACING DEVIATION DEC'02 ................................................................................167

19. LOSSES OF SPACING DEC’02 ...............................................................................169


Project AGC-Z-FR - EEC Report No. 388 – Volume II 1

1. SPACING INSTRUCTIONS

AFR123 235 ↓ 40

DLH456 250 ↓ 41

D

Behind target, remain (at least) 8Nm/90s behind

Heading then , behind target, remain (at least) 8Nm/90s behind

Behind target, merge to WPT to be (at least)8Nm/90s behind

Heading then , behind target, merge to WPT to be (at least) 8Nm/90s behind

AFR123235 ↓ 40

D WPT

DLH456250 ↓ 41

EUROCONTROL Experimental Centre, CoSpace

AFR123235 ↓ 40

DLH456250 ↓ 41

WPT

D

AFR123 235 ↓ 40

DLH456250 - 41

D

Applicability

Compatible performances Compatible speeds “Remain” situations: same trajectories“Merge” situations: trajectories converging direct to the merging point Remain & merge: initial spacing at least equal to desired spacing

D

Initial speed instruction may be needed Aircraft should generally be at same altitudeTop of descent should be given at appropriate time

H S C P

H S C P

H S C P H S

C P

H S C P

H SCP

Hdg Sp Controller

Pilot

Action Standard

Distance: 8NmTime: 90s

initial ≥ desired

initial ≥ desired

Yes No

AFR123 235 ↓ 40

DLH456 250 ↓ 41

D

(at least) 8Nm/90s behind

Heading then remain (at least) 8Nm/90s behind

to WPT to be

Heading then , behind target, merge to WPT to be (at least) 8Nm/90s behind

AFR123235 ↓ 40

D WPT

DLH456250 ↓ 41

AFR123235 ↓ 40

DLH456250 ↓ 41

WPT

D

AFR123 235 ↓ 40

DLH456250 - 41

D

Applicability

Compatible performances Compatible speeds “Remain” situations: same trajectories“Merge” situations: trajectories converging direct to the merging point Remain & merge: initial spacing at least equal to desired spacing

D

Initial speed instruction may be needed Aircraft should generally be at same altitudeTop of descent should be given at appropriate time

H S C P

H S C P

H S C P H S

C P

H S C P

H SCP

Hdg Sp Controller

Pilot

Action allowed Standard spacing

Distance: 8NmTime: 90s

initial ≥ desired

initial ≥ desired

Yes No


2 Project AGC-Z-FR - EEC Report No. 388 – Volume II

2. SCRIPTS MAY'02

2.1. FLIGHT PLANS

2.1.1. Simulated aircraft flight plans

Pilots were instructed to fly on the EEC A320 fixed-base simulator and the following flight plans were used for the spacing instructed aircraft:

• LB903KJ: Figari / Paris Orly at FL280 LFKF AJO3M AJO UY268 RUBAS UY268 TINOT UN854 PADKO UN854 MRM UN854 MTL UN854 ETREK UM976 MADOT UM976 ATN ATN3W OKRIX ATN3W OL44 ATN3W MEL ATN3W LFPO.

• AF203CB: Marseille / Paris Orly at FL280. LFML MTL7B MTL UN854 ETREK UM976 MADOT UM976 ATN ATN3W OKRIX ATN3W OL44 ATN3W MEL ATN3W LFPO.

• LB114ZR: Strasbourg / Paris Orly at FL220. LFST EPL6J EPL EPL3W LUVAL EPL3W BOLLY EPL3W OKRIX EPL3W OL44 EPL3W MEL EPL3W LFPO.

The scenarios were designed with arrivals at Paris Orly on runway 26 and ATIS was given in consequence.

2.1.2. Target aircraft flight plans

The target aircraft traffic was generated by PLUME (Pilotage Limité à l’Utilisation des Moyens Existants) and the following flight plans were used:

• AF227PO: Marseille / Paris Orly with A320 at FL280 (SSR 2312). LFML ETREK ATN OKRIX MEL LFPO.

• AF218QR: Lyon / Paris Orly with A320 at FL220 (SSR 2012). LFLL DANBO ATN OKRIX MEL LFPO.

• AF121RT: Bâle Mulhouse / Paris Orly with A320 at FL280. LFSB BLM HR DELOX DIJ CHABY OKRIX MEL LFPO.

2.1.3. Waypoint co-ordinates

Waypoint Co-ordinates Waypoint Co-ordinates

AJO N41 46.2 E008 46.5 ATN N46 48.4 E004 15.5 BOLLY N48 05.5 E004 09.1 EPL N48 19.1 E006 03.6 ETREK N45 11.3 E004 38.3 LFKF N41 30.1 E009 05.8 LFML N43 26.2 E005 12.9 LFPO N48 43.4 E002 22.8 LFST N48 32.4 E007 37.9 LUVAL N48 17.6 E005 07.2

MADOT N45 43.8 E004 30.8 MEL N48 27.3 E002 48.8 MRM N43 22.6 E005 19.6 MTL N44 33.3 E004 46.8

OKRIX N47 58.0 E003 34.1 OL44 N48 13.2 E003 10.8 PADKO N43 13.9 E005 20.0 RUBAS N42 22.6 E006 34.1 TINOT N42 41.9 E005 18.9



2.2. SCENARIOS

As described in the report, the experiment objectives led to a 3×2 design: type of application (remain, merge, heading then merge) × flight phase (cruise, initial descent). The resulting experimental plan is presented in the table below:

Pilot Runs Conditions

1 2

Run 1 RB Remain Behind ATN (in cruise) PF PNF

Run 2 RB_OK Remain Behind OKRIX (in descent) PNF PF

Run 3 MB_OK Merge Behind OKRIX (in cruise) + Landing ILS 26 PNF PF

Run 4 MB_MEL Merge Behind MEL (in descent) PF PNF

Run 5 HMB_OK Heading then Merge Behind OKRIX (in cruise) + Landing ILS 26 PF PNF

Run 6 HMB_MEL Heading then Merge Behind MEL (in descent) PNF PF

A pseudo-controller gives the instructions on the frequency by R/T and performs the necessary target actions. The detail of the scenarios for each run is given below with expected pilot answers. The reference time of the scenarios is the time indicated on PLUME.

2.2.1. Remain Behind ATN

Cockpit flight plan: Figari (FSC) – Paris Orly (ORY) positioned at MADOT. SSR is 2142 and the radio frequency is set to 133.15.

Target flight plan: AF227PO / Marseille (MRS) - Orly (ORY).

Start of run at: 04:12:58.

04:15:00 Instruction: “LB903KJ, Contact Paris on 118.85” (~50 NM before ATN) Pilot: “Contacting Paris on 118.85 LB903KJ” … on 118.85: “Paris bonjour LB903KJ” Instruction: “LB903KJ, Bonjour, proceed to ATN” Pilot: “Proceeding to ATN LB903KJ” 04:19:42 Instruction: “LB903KJ, Select target 2312, 12 o’clock.” (~15 NM before ATN) Pilot: “Selecting target 2312 LB903KJ” … “Target 2312 identified LB903KJ” Instruction: “LB903KJ, Behind target Remain 8 miles behind” (~ 04:20:15) Pilot: “Remaining 8 miles behind target LB903KJ” 04:27:10 Communication: “AF227PO, descend level 70.” (~ target at 25 NM Okrix) And action the target on PLUME to descend FL70 04:27:40 Instruction: “LB903KJ, descend level 70.” ~ 30 NM before OKRIX Pilot: “Descending level 70 LB903KJ” 04:31:25 Action the target on PLUME to reduce speed 250 kt. (~ target at FL150) (Warning: check that PLUME keeps FL70 constraint)



04:37:00 Instruction: “LB903KJ, Contact Orly Approach on 118.75” (~15 NM of MEL) Pilot: “Contacting Orly Approach on 118.75 LB903KJ” … on 118.75: “Orly Approach bonjour LB903KJ” Instruction: “LB903KJ, Bonjour, cancel delegation, reduce 220 kt” Pilot: “Cancelling delegation, reducing 220 kt, LB903KJ”

2.2.2. Remain Behind OKRIX

Cockpit scenario: Marseille (MRS) – Paris Orly (ORY) positioned at MADOT. SSR is 2142 and the radio frequency is set to 133.15.

Target flight plan: AF227PO / Marseille (MRS) - Orly (ORY).


04:15:05 Instruction: “AF203CB, Contact Paris on 118.85” (~ 50 NM before ATN) Pilot: “Contacting Paris on 118.85 AF203CB” … on 118.85 “Paris bonjour AF203CB” Instruction: “AF203CB, Bonjour, proceed to ATN” Pilot: “Proceeding to ATN AF203CB” 04:27:15 Communication: “AF227PO, descend level 70.” (target at 25 NM Okrix) And action the target on PLUME to descend FL70 Instruction: “AF203CB, descend level 70.” (~30 NM before OKRIX) Pilot: “Descending level 70 AF203CB” 04:29:40 Instruction: “AF203CB, Select target 2312, position target.” (~15 NM OKRIX) Pilot: “Selecting target 2312, AF203CB” … “Target 2312 identified, 12 o’clock, 9NM, AF203CB” Instruction: “AF203CB, Behind target Remain 8 miles behind” Pilot: “Remaining 8 miles behind target AF203CB” 04:31:05 Action target to reduce speed 250 kt. (~ target at FL150) 04:37:05 Instruction: “AF203CB, Contact Orly Approach on 118.75” (~15 NM MEL) Pilot: “Contacting Orly Approach on 118.75 AF203CB” … on 118.75 “Orly Approach bonjour AF203CB” Instruction: “Hello AF203CB, cancel delegation and at MEL, take heading 280” Pilot: “Cancelling delegation, and heading 280 at MEL, AF203CB”



2.2.3. Merge Behind OKRIX (+ Landing ILS26)

Cockpit scenario: Strasbourg (SXB) – Paris Orly (ORY) positioned at 16NM from EPL. SSR is 2142 and the radio frequency is set to 133.15.

Target flight plan: AF218QR / Lyon (LYS) - Orly (ORY).

Start of run at: 04:14:10. 04:22:00 Instruction: “LB114ZR, Contact Paris on 132.10” (~40 NM before BOLLY) Pilot: “Contacting Paris on 132.10 LB114ZR” … on 132.10 “Paris bonjour LB114ZR” Instruction: “LB114ZR, Bonjour, proceed level 220” Pilot: “Proceeding level 220 LB114ZR” 04:25:40 Instruction: “LB114ZR, Contact Paris on 118.85” (~15 NM before BOLLY) Pilot: “Contacting Paris on 118.85 LB114ZR” … on 118.85 “Paris bonjour LB114ZR” Instruction: “LB114ZR, Bonjour, Select target 2012, 11 o’clock, FL220” Pilot: “Selecting target 2012 LB114ZR” (Target at ~40NM) … “Target 2012 identified LB114ZR” Instruction: “LB114ZR, behind target, merge to OKRIX to be 8 miles behind” Pilot: “Merging to OKRIX to be 8 miles behind target LB114ZR” 04:29:15 Instruction: “AF218QR, descend level 70.” (~15 NM before OKRIX) And action the target on PLUME to descend FL70 04:30:00 Instruction: “LB114ZR, descend level 70.” (~ 10 NM before OKRIX) Pilot: “Descending level 70 LB114ZR” 04:31:00 Action target to reduce speed 250 kt. (~ target at FL160) 04:36:00 Instruction: “LB114ZR, Contact Orly Approach on 118.75” (~15 NM MEL) Pilot: “Contacting Orly Approach on 118.75 LB114ZR” … on 118.75 “Orly Approach bonjour LB114ZR” Instruction: “LB114ZR, bonjour, cancel delegation, speed 240kt” Pilot: “Cancelling delegation, speed 240kt LB114ZR” 04:39:05 Instruction: “LB114ZR, Heading North, Descend 3000 ft QNH 1015” (~MEL) Pilot: “Heading North, descending 3000 ft QNH 1015, LB114ZR” 04:42:00 Instruction: “LB114ZR, reduce speed 210kt” Pilot: “Reducing speed 210kt LB114ZR” 04:43:10 Instruction: “LB114ZR, Heading 300 to intercept ILS26, report established” Pilot: “Heading 300 to intercept ILS26, LB114ZR” … “ LB114ZR, Established on ILS26” Instruction: “LB114ZR, Contact tower on 120.5, Goodbye” Pilot: “Contacting Tower on 120.5 LB114ZR” … on 120.5 “Tower bonjour LB114ZR” Instruction: “LB114ZR Bonjour, clear to land ILS approach rwy 26,

wind Calm.”



2.2.4. Merge Behind MEL

Cockpit scenario: Strasbourg (SXB) – Paris Orly (ORY) positioned at 16NM from EPL. SSR is 2142 and the radio frequency is set to 133.15.

Target flight plan: AF218QR / Lyon (LYS) - Orly (ORY).


04:19:20 Action target Direct to MEL on Plume (~ target at ATN) 04:23:05 Instruction: “LB114ZR, Contact Paris on 132.10” (~40 NM before BOLLY) Pilot: “Contacting Paris on 132.10 LB114ZR” … on 132.10 “Paris bonjour LB114ZR” Instruction: “LB114ZR, Bonjour, maintain flight level 220” Pilot: “Maintaining level 220 LB114ZR” 04:27:15 Instruction: “LB114ZR, Contact Paris on 118.85” (~10 NM before BOLLY) Pilot: “Contacting Paris on 118.85 LB114ZR” … on 118.85 “Paris bonjour LB114ZR” Instruction: “LB114ZR, Bonjour, proceed direct to MEL” Pilot: “Proceeding direct MEL LB114ZR” 04:29:00 Communication: “AF218QR, descend level 70.” (~55 NM before MEL) And action target on Plume to descend FL70 04:29:40 Instruction: “LB114ZR, descend level 70.” (~50 NM before MEL) Pilot: “Descending level 70 LB114ZR” 04:30:25 Instruction: “LB114ZR, Select target 2012, position target.” (~45 NM of MEL) Pilot: “Selecting target 2012 LB114ZR” … “Target 2012 identified LB114ZR, __ o’clock | __ NM” Instruction: “LB114ZR, behind target, merge to MEL to be 8 miles behind” Pilot: “Merging to MEL to be 8 miles behind target LB114ZR” 04:31:00 Action target on Plume to reduce speed 250 kt. (~ target at FL170) 04:36:00 Instruction: “LB114ZR, Contact Orly Approach on 118.75” (~15 NM MEL) Pilot: “Contacting Orly Approach on 118.75 LB114ZR” … “Orly Approach bonjour LB114ZR” Instruction: “Hello LB114ZR, cancel delegation. Descend FL 60, speed 250kt.” Pilot: “Cancelling delegation, descending FL60, Speed 250 LB114ZR”



2.2.5. Heading then Merge Behind OKRIX (+ Landing ILS26)

Cockpit scenario: Marseille (MRS) – Paris Orly (ORY) positioned at MADOT. SSR is 2142 and the radio frequency is set to 133.15.

Target flight plan: AF121RT / Basle Mulhouse (MLH) - Orly (ORY).


04:21:35 Instruction: “AF203CB, Contact Paris on 118.85” (~50 NM before ATN) Pilot: “Contacting Paris on 118.85 AF203CB” … on 118.85 “Paris bonjour AF203CB” Instruction: “AF203CB, Bonjour, proceed to ATN” Pilot: “Proceeding to ATN AF203CB” 04:28:55 Instruction: “AF203CB, Select target 2512, 3 o’clock.” (~5 NM after ATN) Pilot: “Selecting target 2512 AF203CB” … “Target 2512 identified AF203CB” Instruction: “AF203CB, Heading 020 then behind target merge to OKRIX to be 8

miles behind” Pilot: “Heading 020 then will merge to OKRIX to be 8 miles behind target

AF203CB” … “ AF203CB, merging to OKRIX ” 04:34:20 Communication: “AF121RT, descend level 70.” (~target at 30 NM Okrix) And action target on PLUME to descend FL70 Instruction: “AF203CB, descend level 70.” (~30 NM before OKRIX) Pilot: “Descending level 70 AF203CB” 04:38:15 Action target on PLUME to reduce speed 250 kt. 04:45:00 Instruction: “AF203CB, Contact Orly Approach on 118.75” (~15 NM MEL) Pilot: “Contacting Orly Approach on 118.75 AF203CB” … on 118.75 “Orly Approach bonjour AF203CB” Instruction: “AF203CB, Bonjour, cancel delegation speed 240 kt.” Pilot: “Cancelling delegation, speed 240kt, AF203CB” 04:47:20 Instruction: “AF203CB, Heading North, Descend 3000 ft QNH 1007” (~MEL) Pilot: “Heading North, descending 3000 ft QNH 1007, AF203CB” 04:50:00 Instruction: “AF203CB, Reduce speed 210 kt.” Pilot: “Reducing speed 210kt, AF203CB” 04:51:10 Instruction: “AF203CB, Heading 300 to intercept ILS26, report established” Pilot: “Heading 300 to intercept ILS26, AF203CB” Instruction: “AF203CB, Contact tower on 120.5” (~ at FAF) Pilot: “Contacting Tower on 120.5 AF203CB” … on 120.5 “Tower bonjour AF203CB” Instruction: “AF203CB Bonjour, clear to land ILS approach runway 26, wind 220

degrees / 18 knots.”



2.2.6. Heading then Merge Behind MEL

Cockpit scenario: Figari (FSC) – Paris Orly (ORY) positioned at MADOT. SSR is 2142 and the radio frequency is set to 133.15.

Target flight plan: AF121RT / Basle Mulhouse (MLH) - Orly (ORY).


04:22:05 Instruction: “LB903KJ, Contact Paris on 118.85” (~50 NM before ATN) Pilot: “Contacting Paris on 118.85 LB903KJ” … on 118.85 “Paris bonjour LB903KJ” Instruction: “LB903KJ, Bonjour, proceed to ATN” Pilot: “Proceeding to ATN LB903KJ” 04:28:45 Instruction: “LB903KJ, proceed direct to MEL” (~ at ATN) Pilot: “Proceeding direct MEL LB903KJ” Communication: “AF121RT, proceed direct to MEL” (~ soon after) And action target on PLUME direct to MEL 04:34:30 Communication: “AF121RT, descend level 70.” (~ 80 NM before MEL) And action target on PLUME to descend FL70 Instruction: “LB903KJ, descend level 70, speed 300 knots.” (~at 75 NM MEL) Pilot: “Descending level 70 LB903KJ, speed 300kt” 04:35:30 Instruction: “LB903KJ, Select target 2512, position target.” (~65 NM of MEL) Pilot: “Selecting target 2512 LB903KJ” … “Target 2512 identified LB903KJ, __ o’clock | __ NM” Instruction: “LB903KJ, Heading 030 then behind target merge to MEL to be 8 miles

behind” “Pilot: Heading 030 then will merge to MEL to be 8 miles behind LB903KJ” … “ LB903KJ, merging to MEL ” Instruction: “Roger” 04:38:45 Action target on PLUME to reduce speed 250 kt. (~ target at FL160) 04:45:55 Instruction: “LB903KJ, Contact Orly Approach on 118.75” (~15 NM MEL) Pilot “Contacting Orly Approach on 118.75 LB903KJ” … on 118.75 “Orly Approach bonjour LB903KJ” Instruction: “LB903KJ, Bonjour, cancel delegation, and proceed MEL FL 60, speed

250 kt” Pilot “Cancelling delegation, proceeding MEL FL 60, speed 250 kt,LB903KJ”



3. SYSTEM RECORDINGS MAY'02

3.1. SPECIFIED

System Function concerned Information Continuous

or Discrete

ASAS Page concerned (mode selected: remain, merge), data input (e.g. 12) and LSK selected

Initial time (when selection starts) Duration (if page left open)

D C

- target selected Time of selection D

- delta between constraint distance and current separation

C

- unable status and phase concerned (set up

spacing instruction versus maintain separation)

time D C

- loss of separation (two cases <2NM and

>2NM) avec time associe time D

C

MCDU

Other Information that function other than ASAS is selected

Initial time Duration

D C

ND Range Range selected Time D

ND Mode (ARC, ROSE) Mode selected Time D

FCU

Auto-pilot Parameter and value entered (speed, heading, vertical rate) and value

Initial time D

Comm. R/T PTT Pilot concerned (PF or PNF)

Time Duration

D

PFD Flight parameters (current speed, heading, V/S)

Time C



3.2. IMPLEMENTED

The MCS produces 2 files: Data file: datalogJJ-MM-AAA-HH-MM.data Action file: actionLogJJ-MM-AAA-HH-MM.data In dataLog file, every second the following data, related to the MCS aircraft are recorded:

Label Meaning

RealTime Real time

SimulationTime Simulation time

CodeSSR MCS SSR Code

Callsign MCS Callsign

dLatitude Latitude of the aircraft, in minutes

dLongitude Longitude of the aircraft, in minutes

dAltitude Altitude of the aircraft from sea level, in feet

dRadioAltitude Altitude of the aircraft from the ground, in feet

dBaroAltitude Barometric Altitude of the aircraft, in feet

dHeading True Heading (cap) of the aircraft, in degrees

dTrack True Track (route) of the aircraft, in degrees

dBank Bank Angle (roulis) of the aircraft, in degrees

dDerive Drift Angle of the aircraft, in degrees (dTrack = dHeading + dDerive)

dAlpha Angle of attack of the aircraft, in degrees

dFpa Flight Path Angle of the aircraft, in degrees

lFlightTime Elapsed time from lift-off, in seconds

dSpeed Speed of the aircraft, expressed in Knots

dMach Speed of the aircraft, expressed in MACH

dVs Vertical Speed of the aircraft, in feet/Minute

dGs Ground Speed of the aircraft, in Knots

dTAS True Air Speed of the aircraft, in Knots

dTrend Speed trend, in Knots

dTurnRadius Current turn radius, in NM

dTurnRate Angular Speed of the change in heading, in degrees/second

dPoussee Thrust

dFreqCOM Communication frequency



In ActionLog file, the following data are recorded: Continuous data, every 300ms:

Label Meaning

RealTime Real time


IAS Indicated Air Speed of the aircraft expressed in Knots

GS Ground Speed of the aircraft expressed in Knots

TAS True Air Speed of the aircraft expressed in Knots

Heading True heading of the aircraft, in degrees

V/S Vertical Speed of the aircraft, in feet/Minute

CURR_SEP Distance between own aircraft and the target

ATD Along Track distance between own aircraft and the target

REQ_SEP Required spacing Distance

Delta distance Difference between dDistance and REQ_SEP

CR Closure Rate

target GS Ground speed of the target expressed in Knots

target Hdg True heading of the target in degrees

target level Altitude of the target in feet

Discrete data: FCU

Simul Time Label Value

00:12:12 Action = FCU: Capt Pull Pressure Pressure = 1013

00:12:12 Action = FCU: Capt Turn Pressure Pressure = 1014

00:12:12 Action = FCU: Push Pressure Pressure Capt= 1023 F/O = 1013

00:12:12 Action = FCU: F/O Turn Pressure Pressure = 1015

00:12:12 Action = FCU: F/O Push Pressure Pressure = 1015

00:12:12 FCU: Unit Baro Capt =1

00:12:12 FCU: Unit Baro Capt =0

00:12:12 FCU: Pushbutton ILS CAPT OFF

00:12:12 FCU: Pushbutton ILS CAPT ON

00:12:12 FCU: Pushbutton Flight Director CAPT ON

00:12:12 FCU: Pushbutton Flight Director CAPT OFF

00:12:12 Action = FCU: Capt Action on Canal Radio 1 Canal Radio 1 = ADF

00:12:12 Action = FCU: Capt Action on Canal Radio 1 Canal Radio 1 = OFF

00:12:12 Action = FCU: Capt Action on Canal Radio 1 Canal Radio 1 = VOR

00:12:12 Action = FCU: Capt Action on Canal Radio 2 Canal Radio 2 = ADF

00:12:12 Action = FCU: Capt Action on Canal Radio 2 Canal Radio 2 = OFF

00:12:12 Action = FCU: Capt Action on Canal Radio 2 Canal Radio 2 = VOR

00:12:12 Action = FCU: Capt Select Mode ND mode ND = PLAN

00:12:12 Action = FCU: Capt Select Mode ND mode ND = ARC

00:12:12 Action = FCU: Capt Select Mode ND mode ND = NAV

00:12:12 Action = FCU: Capt Select Mode ND mode ND = VOR




00:12:12 Action = FCU: Capt Select Mode ND mode ND = ILS

00:12:12 Action = FCU: Capt Defines ND contents Mode display ND = CSTR

00:12:12 Action = FCU: Capt Defines ND contents Mode display ND = WPT

00:12:12 Action = FCU: Capt Defines ND contents Mode display ND = NDB

00:12:12 Action = FCU: Capt Defines ND contents Mode display ND = VORD

00:12:12 Action = FCU: Capt Defines ND contents Mode display ND = ARPT

00:12:12 Action = FCU: Capt Select Range ND range ND = 10





00:12:12 Action = FCU: Pull Speed IAS speed = 254 Knot

00:12:12 Action = FCU: Turn Speed IAS speed = 257 Knot

00:12:12 Action = FCU: Pull Heading HEADING = 351 degres

00:12:12 Action = FCU: Push Heading HEADING = 351degres

00:12:12 FCU: Pushbutton LOCalizer OFF

00:12:12 FCU: Pushbutton LOCalizer ON

00:12:12 FCU: Pushbutton Auto Pilot 1 ON

00:12:12 FCU: Pushbutton Auto Pilot 1 OFF

00:12:12 FCU: Pushbutton Auto THRust ON

00:12:12 FCU: Pushbutton Auto THRust OFF





00:12:12 Action = FCU: Pull Altitude level = 28000 feet

00:12:12 Action = FCU: Push Altitude level = 30000 feet

00:12:12 FCU: Incr Alt = 100

00:12:12 FCU: Incr Alt = 1000

00:12:12 FCU: Pushbutton EXPEDite OFF

00:12:12 FCU: Pushbutton EXPEDite ON

00:12:12 FCU: Pushbutton APPRoach OFF

00:12:12 FCU: Pushbutton APPRoach ON

00:12:12 Action = FCU: Pull Vertical Speed V/S = -900 feet/minutes

00:12:12 Action = FCU: Push Vertical Speed V/S = 0 feet/minutes

00:14:43 Action = FCU: Pull Vertical Speed PFA = 4 degres

00:14:43 Action = FCU: Push Vertical Speed PFA = 0 degres

00:12:12 Action = FCU: F/O Action on Canal Radio 1 Canal Radio 1 = ADF

00:12:12 Action = FCU: F/O Action on Canal Radio 1 Canal Radio 1 = OFF

00:12:12 Action = FCU: F/O Action on Canal Radio 1 Canal Radio 1 = VOR


00:12:12 Action = FCU: F/O Select Range ND Range ND = 10








00:12:12 Action = FCU: F/O Defines ND contents Mode display ND = ARPT

00:12:12 Action = FCU: F/O Defines ND contents Mode display ND = VORD

00:12:12 Action = FCU: F/O Defines ND contents Mode display ND = NDB

00:12:12 Action = FCU: F/O Defines ND contents Mode display ND = WPT

00:12:12 Action = FCU: F/O Defines ND contents Mode display ND = CSTR

00:12:12 Action = FCU: F/O Defines ND contents Mode display ND = OFF

00:12:12 Action = FCU: F/O Action on Canal Radio 2 Canal Radio 2 = ADF


00:12:12 Action = FCU: F/O Action on Canal Radio 2 Canal Radio 2 = VOR


00:12:12 Action = FCU: F/O Select Mode ND Mode ND = NAV

00:12:12 Action = FCU: F/O Select Mode ND Mode ND = VOR

00:12:12 Action = FCU: F/O Select Mode ND Mode ND = ILS

00:12:12 Action = FCU: F/O Select Mode ND Mode ND = ARC

00:12:12 Action = FCU: F/O Select Mode ND Mode ND = PLAN

00:12:12 FCU: Pushbutton ILS F/O OFF

00:12:12 FCU: Pushbutton ILS F/O ON

00:12:12 FCU: Pushbutton ILS F/O OFF

00:12:12 FCU: Pushbutton ILS F/O ON

00:12:12 FCU: Pushbutton Flight Director F/O ON

00:12:12 FCU: Pushbutton Flight Director F/O OFF

00:12:12 FCU: TURN HEADING = 352

Frequency:

Simul Time Action Label

00:12:12 Turns frequency knob on selector 2 Select frequency 119.00 from COM 2



MCDU:

Simul Time

Action Label

00:12:12 Chooses ASAS mode Action MCDU Display for CAPT Page MCDU = ASAS Target

00:12:12 Inputs an SSR code for the target Action MCDU CAPT Select Target = 2037 00:12:12 Following a target selection, the ASAS mode page is

displayed after « Insert » Action MCDU Display for CAPT Page MCDU = ASAS Mode for Target 2037

00:12:12 Merge LSK is pressed Action MCDU CAPT Press Key MERGE



Simul Time

Action Label

00:12:12 Merge page is displayed Action MCDU Display for CAPT Page MCDU = Merge Behind page 1⁄2 for Target 2037

00:12:12 Input of the wpt Action MCDU CAPT Select Waypoint = ATN for Target 2037

00:12:12 Input of the distance Action MCDU CAPT Select Distance = 38 for Target 2037

00:12:12 Display of the page de merge avec les valeurs saisies Action MCDU Display for CAPT Page MCDU = Merge Behind page 2/2 distance and waypoint selected for Target 2037

00:12:12 Display of the message Action MCDU UNABLE DELEGATION for Target 2037

00:12:12 Input of the distance Action MCDU CAPT Select Distance = 24 00:12:12 Display of the Merge page with selected values: the merge

is possible Action MCDU Display for CAPT req speed = 455 to Merge to ATN 24 Nm behind target 2037, AO645DP , 28004 feet,452 knot

00:12:12 Presses insert Action MCDU Display for CAPT Page MCDU = Merge Behind Active for Target 2037

00:12:12 Spacing error becomes greater than 1 Action MCDU LOSING SEPARATION for Target 2037

00:12:12 Spacing error becomes greater than 2 Action MCDU UNABLE DELEGATION for Target 2037

00:12:12 Presses End deleg Action MCDU CAPT End Delegation for Target 2037

00:12:12 Display of the page ASAS Mode with “end deleg” accessible

Action MCDU Display for CAPT Page MCDU = ASAS Mode for Target 2037

00:12:12 Presses End deleg Action MCDU CAPT Confirm End Delegation for Target 2037

00:12:12 Display of the main menu Action MCDU CAPT Quit mode ASAS 00:12:12 Presses ASAS Action MCDU Display for CAPT Page

MCDU = ASAS Target 00:12:12 Input of the target Action MCDU CAPT Select Target = 1234 00:12:12 Display of the page ASAS mode Action MCDU Display for CAPT Page

MCDU = ASAS Mode for Target 1234 00:12:12 Presses ASAS depuis MCDU du FO Action MCDU Display for F/O Page MCDU

= ASAS Mode for Target 1234 00:12:12 Chooses Remain mode Action MCDU CAPT Press Key REMAIN 00:12:12 Display of the page Remain Action MCDU Display for CAPT Page

MCDU = Remain Behind page 1⁄2 distance to select for Target 1234

00:12:12 Display of the page Remain pour FO Action MCDU Display for F/O Page MCDU = Remain Behind page 1⁄2 distance to select for Target 1234

00:12:12 Input of a distance Action MCDU CAPT Select Distance = 38 for Target 1234

00:12:12 Display page Remain behind possible for CAPT Action MCDU Display for CAPT Page MCDU = Remain Behind page 2/2 distance selected for Target 1234

00:12:12 Display page Remain behind possible for FO Action MCDU Display for F/O Page MCDU = Remain Behind page 2/2 distance selected for Target 1234



Simul Time

Action Label

00:12:12 Presses insert Action MCDU Display for CAPT req speed = 454 to Remain 38 Nm behind target 1234,AF001BL , 24006 feet,425 knot

00:12:12 Display Remain active page for CAPT Action MCDU Display for CAPT Page MCDU = Remain Behind Active for Target 1234

00:12:12 Display Remain active page for FO Action MCDU Display for F/O Page MCDU = Remain Behind Active for Target 1234

00:12:12 Presses End deleg Action MCDU CAPT End Delegation for Target 1234

00:12:12 Display of the page ASAS mode with end deleg active Action MCDU Display for CAPT Page MCDU = ASAS Mode for Target 1234

00:12:12 Idem for FO Action MCDU Display for F/O Page MCDU = ASAS Mode for Target 1234

00:12:12 Presses End deleg Action MCDU CAPT Confirm End Delegation for Target 1234

00:12:12 Display of the main menu Action MCDU CAPT Quit mode ASAS 00:12:12 Display of the main menu for FO Action MCDU F/O Quit mode ASAS 00:12:12 Chooses ASAS Action MCDU Display for CAPT Page

MCDU = ASAS Target 00:12:12 Inputs an SSR code for the target Action MCDU CAPT Select Target = 2210 00:12:12 Display of the page ASAS mode Action MCDU Display for CAPT Page

MCDU = ASAS Mode for Target 2210 00:12:12 Chooses Cross behind Action MCDU CAPT Press Key CROSS

BEHIND 00:12:12 Display of the page Cross Behind Action MCDU Display for CAPT Page

MCDU = Cross Behind for Target 2210 00:12:12 Presses return Action MCDU CAPT Press RETURN from

Cross Behind 00:12:12 Display of the page ASAS mode Action MCDU Display for CAPT Page

MCDU = ASAS Mode for Target 2210 00:12:12 Chooses Pass behind Action MCDU CAPT Press Key PASS

BEHIND 00:12:12 Display of the page Pass Behind Action MCDU Display for CAPT Page

MCDU = Pass Behind for Target 2210 00:12:12 Presses return Action MCDU CAPT Press RETURN from

Pass Behind 00:12:12 Display of the page ASAS mode Action MCDU Display for CAPT Page

MCDU = ASAS Mode for Target 2210 00:12:12 Chooses Cross Above Action MCDU CAPT Press Key CROSS

ABOVE 00:12:12 Display of the page Cross Above Action MCDU Display for CAPT Page

MCDU = Cross Above for Target 2210 00:12:12 Presses return Action MCDU CAPT Press RETURN from

Cross Above 00:12:12 Display of the page ASAS mode Action MCDU Display for CAPT Page

MCDU = ASAS Mode for Target 2210 00:12:12 Chooses Pass Above Action MCDU CAPT Press Key PASS

Above 00:12:12 Display of the page Pass Above Action MCDU Display for CAPT Page

MCDU = Pass Above for Target 2210



Simul Time

Action Label

00:12:12 Presses return Action MCDU CAPT Press RETURN from Pass Above

00:12:12 Display of the page ASAS mode Action MCDU Display for CAPT Page MCDU = ASAS Mode for Target 2210

00:12:12 Presses return Action MCDU CAPT Press RETURN from ASAS Mode

00:12:12 Display of the page target Action MCDU Display for CAPT Page MCDU = ASAS Target

00:12:12 Presses return Action MCDU CAPT Press RETURN from ASAS Target

00:12:12 Display of the main menu Action MCDU CAPT Quit mode ASAS 00:12:12 Presses on « Dir To » key during mode ASAS Action MCDU F/O Quit mode ASAS for

page DIR TO 00:12:12 Presses on « PROG » key during mode ASAS Action MCDU F/O Quit mode ASAS for

page PROG 00:12:12 Presses on « PERF » key during mode ASAS Action MCDU F/O Quit mode ASAS for

page PERF CRUISE 00:12:12 Presses on « DATA » key during mode ASAS Action MCDU F/O Quit mode ASAS for

page DATA 00:12:12 Presses on « F-PLAN » key during mode ASAS Action MCDU F/O Quit mode ASAS for

page FLIGHT PLAN 00:12:12 Presses on « RAD NAV » key during mode ASAS Action MCDU F/O Quit mode ASAS for

page RADIO NAV 00:12:12 Presses on « FUEL PRED » key during mode ASAS Action MCDU F/O Quit mode ASAS for

page FUEL PREDICTION 00:12:12 Presses on « SEC F-PLN » key during mode ASAS Action MCDU F/O Quit mode ASAS for

page SEC INDEX 00:12:12 Presses on « AIRPORT » key during mode ASAS Action MCDU F/O Quit mode ASAS for

page FLIGHT PLAN 00:12:12 Input of an erroneous distance Action MCDU CAPT Select Distance

= -56 for Target 1234 00:12:12 Message displayed Action MCDU CAPT FORMAT ERROR

= -56 00:12:12 Input of an erroneous waypoint Action MCDU CAPT Select Waypoint

= KLM for Target 2037 00:12:12 Message displayed Action MCDU CAPT INVALID WAYPOINT

= KLM 00:12:12 Input of an erroneous SSR code Action MCDU CAPT INVALID SSR CODE

= 20

Speed brakes position

Simul Time Action Label 00:12:12 Selection of RET Speed brake position = 0 00:12:12 Selection of 1/4 Speed brake position = 1 00:12:12 Selection of 1/2 Speed brake position = 2 00:12:12 Selection of 3/4 Speed brake position = 3 00:12:12 Selection of FULL Speed brake position = 4



4. QUESTIONNAIRES MAY'02

4.1. BLANK ENTRY QUESTIONNAIRE

Name: Date: ___/___/___

When making your ratings, please consider all levels of the scale. You are encouraged to write any additional comments you feel important.

Background

1. What is your age in years? ____ years

2. How long have you been a pilot _________flight hours ____ years

3. What types of aircraft are you rated in?

4. How long have you been flying A 320? _________flight hours ____ years

5. What is your current function? Captain Co-pilot Other:

Please briefly describe your pilot experience:

6. Please circle the number that best describes your motivation to participate in this study.

notmotivated 1 2 3 4 extremely

motivated

7. Had you ever heard before about "delegation of separation"?

Yes No



Please, indicate how much you agree/disagree with the following statements

strongly disagree 1 2 3 4 strongly agree

Delegating separation assurance to aircraft might be dangerous 1 2 3 4

There are some benefits of delegation 1 2 3 4

Air traffic should always remain under controllers' responsibility 1 2 3 4

Delegation can reduce the pilot workload 1 2 3 4

Delegation can increase my monitoring effort 1 2 3 4

Delegating spacing task to aircrew will increase safety 1 2 3 4

Delegating spacing task to aircrew will impair capacity and efficiency 1 2 3 4

Additional comments: _________________________________________________________ ______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________



4.2. BLANK POST-RUN QUESTIONNAIRE

Name: Date: Run #

Exercise: Function: PF /PNF

Assess the relevance of the following items, in each phase of delegation.

Please rate from 0 to 5 (none to very relevant), and provide comments when necessary.

Maintain spacing Understand

situation Acquire initial

spacing Monitor Detect Recover Comments

ND Link

ND

Arc of circle

ND Constraints

ND

Arc & arrow

ND

MCDU

Distance

MCDU

Time to sep

ND Closure rate

Colour coding

Cyan (C)

White (W)

Amber (A)

Both

Red (R)

ND

Target GS

MCDU



Maintain spacing Understand

situation Acquire initial

spacing Monitor Detect Recover Comments

MCDU

Own GS

MCDU

Textual data

Other

Please rate how much you agree / disagree with the following statements (circle answer). Do not hesitate to comments whenever needed.

The new tasks induced by delegation (e.g. set up, monitor) are less demanding than the ones removed (e.g. execute successive instructions).

Strongly disagree

Disagree Agree Strongly agree

______________________________________________________________________________

______________________________________________________________________________

Maintaining the separation disturbs conventional flight tasks.

Strongly disagree


______________________________________________________________________________

______________________________________________________________________________

When monitoring the target, I tend to question controllers' decisions.

Strongly disagree


______________________________________________________________________________

______________________________________________________________________________



Understanding the situation is more demanding with delegation.

Strongly disagree


______________________________________________________________________________

______________________________________________________________________________

Despite the new errors introduced, the level of safety is maintained thanks to the supports for error detection and recovery provided by delegation.

Strongly disagree


______________________________________________________________________________

______________________________________________________________________________

Compared to today situation, with delegation I feel in a position, that is more

Reactive Anticipative (please circle answer)

______________________________________________________________________________

______________________________________________________________________________

The precision of spacing I felt I could maintain with delegation was (in nm):

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1+

Please circle desired value.

Additional comments: _____________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________



Subject: Date: Run #

Exercise: Function: PF / PNF Time:

NASA TLX RATING SHEET

INSTRUCTIONS: On each scale, place a mark that represents the magnitude of that factor in the task you just performed. MENTAL DEMAND

Description

Please indicate, with a cross on the vertical line, how much mental effort it cost to do your work in the run.

150

140

130

120

110

100

90

80

70

60

50

40

30

20

10

0

costing lots and lots of effort

costing very much effort

costing much effort

fairly effortful

rather effortful

costing some effort

costing a little effort

hardly effortful

costing no effort



PHYSICAL DEMAND Description How much physical activity was required (e.g., pushing, pulling, turning, controlling, activating, etc.)? Was the task easy or demanding, slow or brisk, slack or strenuous, restful or laborious?

LOW HIGH TEMPORAL DEMAND Description How much time pressure did you feel due to the rate or pace at which the tasks or task elements occurred? Was the pace slow and leisurely or rapid and frantic?

LOW HIGH PERFORMANCE Description How successful do you think you were in accomplishing the goals of the task set by the experimenter (or yourself)? How satisfied were you with your performance in accomplishing these goals?

FAILURE PERFECT EFFORT Description How hard did you have to work (mentally and physically) to accomplish you level of performance?

LOW HIGH FRUSTRATION Description How insecure, discouraged, irritated, stressed and annoyed versus secure, gratified, content, relaxed and complacent did you feel during the task?

LOW HIGH



4.3. BLANK FINAL QUESTIONNAIRE

Name1: _________ Date: ___ / 05 / 02 You have taken part in a 1 day simulation, investigating the issue of task delegation from controllers to pilots. The objective of the present questionnaire is to collect your final feedback on the simulation and on the concept itself. The following items tend to cover most of the issues that we identified as important. Please answer the following questions, providing as much comments as possible. Do not hesitate to add additional comments if you feel some items are still missing. Thank you for your collaboration.

Instructions: Please indicate how much you agree with each of the following statements. Space is provided after each question for additional comments.

Simulation Characteristics

Flight

Are you familiar with the type of flight simulated? Yes / No

If no, did this impact on your evaluation? No / Slightly / Highly _____________________

_______________________________________________________________________

_______________________________________________________________________

How complex did you find the scenarios Not at all / Not really / Quite / Very

Comments: ______________________________________________________________

_______________________________________________________________________

Working environment

How would you rate the quality of the working environment? Very low / Low / High / Very high (displays, R/T communications)

Comments: ______________________________________________________________

_______________________________________________________________________

Did you experience problems with the human-machine interface? Yes / No (please list) ________ _______________________________________________________________________

_______________________________________________________________________

If yes, did this impact on your evaluation? No / Slightly / Highly __________________________ _______________________________________________________________________

1 Results of this experiment (data collected, answers to questionnaires) will be published either as Eurocontrol technical papers, academic journal or conference articles. Your identity will be kept confidential. Neither your employer nor any regulatory agency shall have access to your identity as it appears in any of the data collected from this questionnaire or any other sources for the purpose of this study. Once this occurs your identity will be deleted.



Communication with controllers

How would you rate the realism of pseudo-Controllers' Very low / Low/ High / Very high instructions ______________________________________________________________________________ ______________________________________________________________________________

Target aircraft behaviour

Did you experience problems with the target aircraft behaviour? Yes / No (please list) __________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

If yes, did this impact on your evaluation? No / Slightly / Highly ____________________ ________________________________________________________________________

Realism of simulation

How would you qualify the overall realism of?

- Flight plan Realistic / Unrealistic - Flight tasks Realistic / Unrealistic - Own aircraft behaviour Realistic / Unrealistic - Overall cockpit Realistic / Unrealistic Comments: _____________________________________________________________________ ______________________________________________________________________________

Delegation-related tools Instructions and procedures

Did you feel the delegation procedures were:

- Easy to understand Not at all / Not really / Quite / Totally - Logical Not at all / Not really / Quite / Totally - Easy to learn and remember Not at all / Not really / Quite / Totally - Adapted to flight crews Not at all / Not really / Quite / Totally

Comments _____________________________________________________________________ ______________________________________________________________________________

How would you rate the ease of use of each application:

- Remain Not at all / Not really / Quite / Very - Merge Not at all / Not really / Quite / Very - Heading then merge Not at all / Not really / Quite / Very

Comments: _____________________________________________________________________ ______________________________________________________________________________

Did you identify some applications more difficult to implement than other? Yes / No

If yes, which ones and why?__________________________________________________ ________________________________________________________________________



Did the phase of flight (cruise, descent, initial approach) make some applications more appropriate? Yes / No

If yes, please explain _______________________________________________________ ________________________________________________________________________

Could the feasibility of delegation be influenced by the Never / Sometimes / Often / Always phase of flight?

Please explain_____________________________________________________________ ________________________________________________________________________

Phraseology

The phraseology was Very clear / Generally understandable / Slightly ambiguous / Very ambiguous

Why? ___________________________________________________________________ ________________________________________________________________________

Was the phraseology difficult to learn? Not at all / Not really / Quite / Very Which – if any – did you find difficult? __________________________________________ ________________________________________________________________________

How much time did it take you to learn this new phraseology? A very little / A little / A lot Why? ___________________________________________________________________ ________________________________________________________________________

How operational did the phraseology sound? Not at all / Not really / Quite / Very Were there parts of the phraseology less operational? Yes / No

If yes, which ones? _________________________________________________________ ________________________________________________________________________

Were you able to comply with this phraseology during exercises? Never / Occasionally / Often / Always

Why? ___________________________________________________________________ ________________________________________________________________________

General comments and suggestions about phraseology: ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

Usability of Information Displays

Understandability

In general, minimum effort was required to understand displayed information.

Strongly Agree / Agree / Disagree / Strongly Disagree _________________________________________________________________________ _________________________________________________________________________



In the following table, please describe for each indication, its relevance (what for, when) and its limits.

Relevance and limits

ND Link

ND Arc of circle

ND

Constraints

ND Arc & arrow

ND

M C D U

Distance

M C D U Time

ND

Closure Rate

Colour coding Cyan (C) White (W) Amber (A)

ND & M C D U

Red (R) ND

Target GS

M C D U

MC D U

Own GS

MC D U

Textual data

Other



MCDU

Terms and acronyms used were difficult to understand (if agreement, please list problematic terms)


The arrangement of information on MCDU pages made them easy to understand

Strongly Agree / Agree / Disagree / Strongly Disagree ________________________________________________________________________ ________________________________________________________________________

The display of information provided me with enough information to identifiy which entries were permitted


Colors used to highlight information (target features, required distance) were sometimes difficult to interpret


The information provided on time to separation was easy to understand


ND

I had problems understanding the target flight information (FL and vertical trend)


I had problems understanding the additional target flight information (GS, Closure Rate, Distance)


The symbols used (e.g. triangle for target, arc of circle for required spacing position) were easy to understand




It was difficult to understand the meaning of the arc of circle (required spacing position)


I never confused the predicted spacing position symbol with the top of descent


It required minimal effort to understand color codes associated with spacing status (white, amber, red)


Ease of use Inputing and displaying information seemed natural


Using the MCDU and ND to maintain spacing was very complex


MCDU

Minimal effort was required to select target


Interactions with the MCDU pages were intuitive


Going through the MCDU pages was a problem


Too much information was displayed




I encountered problems when trying to recover from an error


ND

Minimal effort was required to get target displayed on ND


The size of information was too small to be easily read and used


Display clutter was a problem


Consistency

In general, information displayed and interaction with devices (MCDU, ND) are consistent with current flight deck standards


The colours used on the ND are consistent with Airbus flight deck displays

Strongly Agree / Agree / Disagree / Strongly Disagree ______________________________________________________________________________

_________________________________________________________________________

The colours used on the MCDU are consistent with Airbus flight deck displays


The sequence of actions required by delegation is different from usual navigation-related actions


It was difficult to recognise information related to the ASAS mode




Confusion

I noticed confusing functions and terms


I could easily make the distinction between the various information displayed


I noticed contradictions between various information displayed


In some cases I confused color codes


Usefulness

The color changes interfered with identification of the spacing status


The information display was appropriate to determine spacing from target aircraft


The loss of spacing was unsuitably highlighted


The information displayed on ND was relevant and useful




Learnability

The similarity with existing supports makes the interfaces easy to learn


I encountered problems in learning how to use and how to interact with the MCDU pages


It was easy to remember how to cancel actions


Delegation Task Analysis

How would you rate the effort to:

- Select target Very easy / Easy / Complex / Highly complex - Identify target Very easy / Easy / Complex / Highly complex - Assess feasibility of delegation Very easy / Easy / Complex / Highly complex - Implement solution Very easy / Easy / Complex / Highly complex - Maintain spacing Very easy / Easy / Complex / Highly complex - Monitor situation Very easy / Easy / Complex / Highly complex - Recover losses of spacing Very easy / Easy / Complex / Highly complex

Comments: _____________________________________________________________________ ______________________________________________________________________________

How compatible with flying tasks was it to:

- Select target Not at all / Not really / Quite / Very - Identify target Not at all / Not really / Quite / Very - Assess feasibility of delegation Not at all / Not really / Quite / Very - Implement solution Not at all / Not really / Quite / Very - Maintain spacing Not at all / Not really / Quite / Very - Monitor situation Not at all / Not really / Quite / Very - Recover losses of spacing Not at all / Not really / Quite / Very

Comments: _____________________________________________________________________ ______________________________________________________________________________

The way in which data is entered on MCDU respect the logic of the delegation task


The way in which data is output on ND is not suited to my needs




The important information and functions required to maintain the spacing are easy to find


The actions suggested (required speed, resume indicator) by the system were:

- Useful Not at all / Not really / Quite / Very - Easy to understand Not at all / Not really / Quite / Very - Sufficient Not at all / Not really / Quite / Very

Comments: _____________________________________________________________________

______________________________________________________________________________ The monitoring cues were:

- Intuitive Not at all / Not really / Quite / Very - Relevant Not at all / Not really / Quite / Very - Too numerous Not at all / Not really / Quite / Very

Comments: _____________________________________________________________________

______________________________________________________________________________ Did the delegation modify your monitoring when:

- PF Not at all / Not really / Quite / Very - PNF Not at all / Not really / Quite / Very Comments: _____________________________________________________________________

______________________________________________________________________________ Did delegation require more interactions and co-operation in the cockpit? Yes / No

Please explain: __________________________________________________________________ ______________________________________________________________________________



Impact Analysis Workload

Compared to today situations, how would you rate:

- The mental effort in the cockpit as a PF Much lower / Lower / Higher / Much higher - The mental effort in the cockpit as a PNF Much lower / Lower / Higher / Much higher Comments _____________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

Did some applications (remain, merge, heading then…) lead to higher workload? Yes / No

If yes, which ones, and why? _______________________________________________________ ______________________________________________________________________________

The workload (including speed/heading changes) to achieve spacing was acceptable

Strongly Agree / Agree / Disagree / Strongly Disagree ______________________________________________________________________________ ______________________________________________________________________________

The workload (including speed/heading changes) to maintain spacing was too heavy


Situation awareness Compared to today situations, how would you rate:

- Your situation awareness as a PF Much lower / Lower / Higher / Much higher - Your situation awareness as a PNF Much lower / Lower / Higher / Much higher Comments _____________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

Compared to situation without delegation, how was your awareness of:

- Your flight parameters in general Better / Same / Worst - Your position in traffic Better / Same / Worst - Surrounding traffic Better / Same / Worst - Possible forthcoming problems Better / Same / Worst Please comment_________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

I was never surprised by the type of instruction given, thanks to the information on the target




Compared to situations without delegation, do you feel your communication were:

- Less frequent / Same / More frequent - Shorter / Same / Longer Please comment_________________________________________________________________ ______________________________________________________________________________

As a consequence, how was your communication load with delegation?

Much lower / Lower / Higher / Much higher Please comment_________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

Monitoring tasks

Do you feel delegation modified your scanning pattern in the cockpit,

As a PF? Yes / No As a PNF? Yes / No If yes, is it in terms of: Scan content / Scan rate / Both As a PF, was your scanning pattern:

- Less frequent Never / Sometimes / Often / Always - Gathering more information Never / Sometimes / Often / Always - Focused on a specific item (which one? ___________) Never / Sometimes / Often / Always As a PNF, was your scanning pattern:

- Less frequent Never / Sometimes / Often / Always - Gathering more information Never / Sometimes / Often / Always - Focused on a specific item (which one? ___________) Never / Sometimes / Often / Always As a consequence, do you feel your monitoring effort with delegation was

As a PF ? Less / Same / MoreAs a PNF ? Less / Same / More Please comment_________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________



Flight activity

Delegation forces me to perform tasks, which should not be part of my work


The use of the ND for spacing monitoring interferes with other tasks


Did the delegation influence your planning and management of the flight? Yes / No

If yes: Positively / Negatively / Neutral

Please explain __________________________________________________________________ ______________________________________________________________________________

Did delegation modify the number of speed changes? Yes / No

If yes: Decrease / Increase / Same

Please explain __________________________________________________________________ ______________________________________________________________________________

Did delegation modify your head down time? Yes / No

If yes: Decrease / Increase / Same

Please explain __________________________________________________________________ ______________________________________________________________________________

According to you, did the delegation lead to:

- Better anticipation and planning of actions Never / Sometimes / Often / Always - More complex tasks Never / Sometimes / Often / Always - Smoother flight profiles Never / Sometimes / Often / Always - Reduced intervals between aircraft Never / Sometimes / Often / Always

Please comment_________________________________________________________________ ______________________________________________________________________________

Safety

Has delegation an impact on the overall error rate? Yes / No

If yes: Decrease / Increase / Same Errors induced by delegation could be:

- Frequent Not at all / Not really / Quite / Very - Hazardous Not at all / Not really / Quite / Very - Easy to detect Not at all / Not really / Quite / Very - Easy to recover Not at all / Not really / Quite / Very



With delegation, does safety require additional support tools for:

- Error detection (e.g. loss of spacing)? Yes / No - Error recovery? Yes / No

If yes, which ones? ______________________________________________________________ ______________________________________________________________________________

Concept Assessment

How would you rate your understanding of this new concept?

Completely understood / Mostly understood / Slightly understood / Not understood Did any aspect bother you? ________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

Was the delegation compatible with your normal working method? Yes / No

Please explain __________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

Is the use of delegation compatible with:

- Flying tasks Not at all / Not really / Quite / Very - Monitoring tasks Not at all / Not really / Quite / Very

Comments _____________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

Which aspect - if any - do you consider the most difficult to handle? (please order if more than 1 choice):

Identification of target / feasibility assessment / implementation / monitoring Other: ____________________________

Please explain __________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

Do you think the delegation is usable in cruise? Not at all / Partially / Generally / Totally Please explain __________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

What could make it more usable in cruise? ____________________________________________ ______________________________________________________________________________ ______________________________________________________________________________



Do you thing the delegation is usable in descent? Not at all / Partially / Generally / Totally Please explain __________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

What could make it more usable in descent? __________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

Do you think the delegation is usable in initial approach? Not at all / Partially / Generally / Totally Please explain __________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

What could make it more usable in initial approach? ____________________________________ ______________________________________________________________________________

Did you identify flight phases possibly leading to refuse delegation? Yes / No Please explain __________________________________________________________________ ______________________________________________________________________________

How did you consider the way you worked with delegation? Satisfying / Frustrating / Other Please explain __________________________________________________________________ ______________________________________________________________________________

Do you think the delegation would be acceptable? Yes / No

Please explain and give example(s) if possible _________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

What could make it more acceptable? ________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

Do you think delegation:

- Could benefit from additional tools (e.g. data link) Not at all / Partially / Generally / Totally

Please explain __________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________



Would you describe delegation as: A workload reduction / A stimulant / A concern Please explain __________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

Do you think that having different types (remain, merge, heading then):

- Is relevant Not at all / Sometimes / Often / Absolutely - Introduces unnecessary complexity Not at all / Sometimes / Often / Absolutely Please explain __________________________________________________________________ ______________________________________________________________________________

______________________________________________________________________________

Is the concept of delegation useful? Not at all / Partially / Generally / Totally Please explain __________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

Is the concept of delegation effective? Not at all / Partially / Generally / Totally Please explain __________________________________________________________________ ______________________________________________________________________________

Could this method increase: - Safety Not at all / Quite / Significantly / Very significantly - Capacity Not at all / Quite / Significantly / Very significantly - Efficiency Not at all / Quite / Significantly / Very significantly

Please explain __________________________________________________________________

______________________________________________________________________________ ______________________________________________________________________________

What is your overall feeling about the method and the simulation? _________________________ ______________________________________________________________________________ ______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________

______________________________________________________________________________



4.4. FILLED FINAL QUESTIONNAIRE

Note:

• Unanswered questions carry a ‘0’ value; • For internal use, participant identity can be referred to from the following table; • Total sums may exceed the max total number of ‘10’ where participants provided

multiple answers.


Flight

Are you familiar with the type of flight simulated

Yes No

TOTAL 8 2

If no, did this impact on your evaluation

No Slightly Highly

TOTAL 0 2 0

How complex did you find the scenarios

Not at all Not really Quite Very

TOTAL 4 6 0 0

PP Scenarii realistic but on the flight side. Maybe time could be saved (especially in the beginning of each, when nothing happens for 3-5 mins).

GB Les scénarios doivent inclure à l'avenir d'autres trafics pour augmenter la charge de travail et rendre plus réaliste le comportement de l'avion target (on peut entendre les clairances de vitesses du contrôle).

Working Environment

How would you rate the quality of the working environment?

Very Low Low High Very High TOTAL 1 2 8 0

DS I expect a more sophisticated simulation environment (communication, instructor having scenarios on his screen).

GD Pas de communications ATC/avions. Pas interférence avec d'autres membres d'équipage (PNC) …

MJ Some problems with this typical phraseology.

PP Displays ok R/T com => environment is too quiet. Need for information of preceding a/c starting descent for instance. (This would come from a normal environment).

RB Simu très réaliste - peut-être rajouter + de communications avec d'autres avions pour augmenter la réalité.



Did you experience problems with the HMI

Yes No TOTAL 2 7

PP Screen of MCDU is not aligned with the window. Difficulty to see the scratchpad.

RM The scratch pad line of the MCDU is not visible when normally seated.

If yes, did this impact on your evaluation

No Slightly Highly TOTAL 0 2 0

DS The interface needs to be slightly redesigned in order to reduce workload and to enhance operational efficiency.

PP Some alerts would have been seen earlier if the scratchpad had been visible.

Communications with Controllers

How would you rate the realism of pseudo-Controllers' instructions.

Very Low Low High Very High Total 0 0 6 4

RM As no other traffic was simulated, the environment was very calm.

GB Très bon comportement des pseudo contrôleurs.

OT Il manque le traffic réel des autres avions pour augmenter la charge de travail d'écoute.

Target aircraft behaviour

Did you experience problems with out the target aircraft behaviour.

Yes No Total 4 6

RM High turn rat!

PP The target seemed to be quick to turn, descend or reduce speed.

GB l'avion target n'as pas un comportement d'avions de ligne standard, il réduit trop tôt pour atteindre 250 kts au FL100 (approx FL180 au lieu du FL120-180), ce qui impose une réduction plus tôt.

DS We get no information on the action taken (intended action) of the leading a/c (speed reduction…).

RB Delta Vitesse >40kts.

If yes, did this impact on your evaluation.

No Slightly Highly Total 2 3 0

PP Some spacing losses were maybe due to this behaviour.

RB Incompréhension de notre part surtout si ensuite le target augmente sa vitesse.



Realism of simulation

How would you qualify the overall realism of:

• Flight Plan

Realistic Unrealistic Total 10 0

• Fight tasks


• Own aircraft behaviour


• Overall Cockpit


RB Simulation commence à "ATN" le suivi du log de vol (point tournant, fuel etc …) se fait en croisière mais pas en début de descente.

Delegation-Related Tools Instructions and Procedures

Did you feel the delegation procedures were:

• Easy to understand.

Not at all Not really Quite Totally Total 0 0 6 4

• Logical


• Easy to learn and remember


• Adapted to flight crews


PP Simple delegation (remain behind) are easy to remember and acknowledge. Heading merge to wpt/remain behind are not easy at all to remember = the PNF must write it to be able to acknowledge and then comply with.

GB Les tâches de délégation sont dans l'ensemble facile à intégrer mais demandent un apprentissage certain.



RB Ne connaissant pas le but du contrôleur, il est difficile de critiquer sa logique.

GD Le heading then merge peut apparaître quelque fois comme une phase assez lourde ; tout dépend de la phase de vol et de la charge de travail.

How would you rate the ease of each application:

• Remain

Not at all Not really Quite Very Total 0 0 4 6

PP See above (Simple delegation (remain behind) are easy to remember and acknowledge. Heading merge to wpt/remain behind are not easy at all to remember = the PNF must write it to be able to acknowledge and then comply with).

GB En heading then merge, il est plus difficile d'interpréter la distance prévue avec l'autre avion.

• Merge


• Heading then Merge


RM Very easy when in level flight, difficult at TOD.

RB Ce dernier car il peut-être facile d’oublier de faire "DIR TO" le way-point au 'broken arrow'.

GD Le heading thn merge peut apparaître quelque fois comme une phase assez lourde; tout dépend de la phase de vol et de la charge de travail.

Did you identify some applications more difficult to implement than other:

Yes No Total 3 7

RN As soon as they were understood, no problem.

GD Pas de difficulté de mise en oeuvre avec l'interface MCDU.

If yes, which ones and why.

RM Heading then merge due to number of parameters to manage at the same time.

RB Le Heading then merge demande evidemment plus d'action et de controle que les 2 autres.

OT Merge then resume due to the phraseology.

Did the phase of Flight (cruise, descent, initial approach) make some applications more appropriate.

Yes No Total 4 5

RN Cruise & descent are probably more appropriate to the 3 applications.



If yes, please explain

GB Heading then merge demand un attention certaine qu'il me semble difficile d'intégrer sans couplage au P.A. en approche.

RB D'un point de vue régulation pour l'arrivée "l'initial approach".

OT In initial approach I think maintaining separation is the only action we can do (due to workload).

Could the feasibility of delegation be influenced by the phase of flight.

Never Sometimes Often Always Total 1 4 4 1

RM Not the flight phase itself but the flight phase change.

PP The initial phase (acquiring separation) or SK when target a/c starts descent are very demanding in terms of time/attention => should be avoided at critical times.

GB En croisière la délégation est très facile, en descente plus délicate pour respecter les contraintes à l'arrivée (plan de descente, niveaux à certains points).

DS Depending on the phase of flight the workload is more or less important. The HMI needs to be reviewed and advantage taken from 4th generation cockpit layout.

RB Entre les FL200 et FL100 on trouve les orages les + violents au niveau turbulence et c'est dans cette tranche d'altitude qu'il y aura le + de délégation.

OT It is due to the workload.

PG La charge de tarvail n'est pas la même suivant la position dans l'approche.

GD Charge de travail dans le poste/conditions météo (orages) déviation pour évitement orages / panne à gérer …

Phraseology

The phraseology was …

Very Clear Generally Understandable

Slightly Ambiguous Very Ambiguous

Total 5 5 0 0

Why?

PP See comment below (After ATC request to remain behind (for instance), this is a lack in the phraseology = if unable, the ATC will be informed, if able h is not => there should be something to inform ATC that delegation is possible and accepted by the crew.)

GB Quelques difficultés au changement de contrôle pour être sûr que le contrôleur suivant est au courant de la délégation.

PG Phraseo claire and logique.

Was the phraseology difficult to learn? Which, if any did you find difficult?

Not at all Not Really Quite Very Total 3 5 2 0

OT Merge then maintain. PG Les instructions en cases de MERGE sont difficile à restituer.



How much time did you take to learn the new phraseology, Why?

A very little A little A lot Total 5 5 0

DS It was very strict and theoretical and the pilot controller communication like at school.

PG Le temps que "l'oreille se fasse à la musique" de cette nouvelle phraséo.

MJ I'm not familiar.

How operational did the phraseology sound?


Were there parts of the phraseology less operational?

Yes No Total 2 7

OT Target identification is not so clear. Its preferable to give distance and position.

GD Heading then merge, (cf plus haut, " Le heading then merge peut apparaître quelque fois comme une phase assez lourde ; tout dépend de la phase de vol et de la charge de travail".

Were you able to comply with this phraseology during exercises?

Never Occasionally Often Always Total 0 0 5 5

RB Phraseologie simple.

General Comments about phraseology.

RM I just forgot to advise ATC when merging was completed.

PP After ATC request to remain behind (for instance), this is a lack in the phraseology = if unable, the ATC will be informed, if able h is not => there should be something to inform ATC that delegation is possible and accepted by the crew.

RN After completing simulator sessions, it appeared that just appropriate "word" were really needed. Phraseology remaining and "standard".

RB R.A.S.

PG Claire et logique, je pense qu'elle est adaptée aux exercices et ne nécessite pas de modifications.

GD La consigne de délégation donnée par l'ATC doit faire l'objet d'un message durant lequel encore autre info ne doit être communiquée afin de ne pas "sur charger le charge de compréhension" Surtout avec le heading then merge qui est la plus longue délégation.

MJ These are new terms of phraseology and for me I wasn't familiar.



Usability of information Displays

Understandability

In general minimum effort was required to understand the displayed information

Strongly Agree Agree Disagree Strongly Disagree

Total 1 8 1 0

PP Small letters but understandable.

GB Il faudrait trouver un système qui nous permette d'obtenir des vitesses indiquées et que l'on pourrait coupler au PA * Donner un vitesse à la fin de la délégation, car on est en correction pour se rapprocher ou s'éloigner du précédent.

DS See comments on top of this page" Depending on the phase of flight the workload is more or less important. The HMI needs to be reviewed and advantage taken from 4th generation cockpit layout".

In the following table, please describe for each indication, its relevance (what for, when) and its limits.


ND

Link

RM Identification of link between a/c and target PP good in general but a little "heavy" in acquisition of HDG then merge GB Les couleurs des traits pointillés sont utiles RB Facilite la représentation mais prend beaucoup de place sur le ND (manque info TCAS OT Relevance to know where the target is but just one line seems to be better PG pas de remarques GD Identification. Suivi de trajectoire MJ Heading, Merge

ND

Arc of circle

PP Good GB Très utile mais que à petite échelle RB Bien lisible. Si ce n'est l'apparition de l'écart que ves 0.2/0.3NM Définition des ND trop faible OT To know where you've got good distance to target and to manage speed at this moment PG pas de remarques GD Position. Détection MJ Remain

ND

Constraints

GB Bon Rappel RB Trop Petit. Un des éléments primordial pour la délégation PG pas de remarques GD ? MJ Speed spacing




ND

Arc & arrow

PP Erratic behaviour sometimes but nice Disappearance when within 1 Nm is surprising the first time but OK GB Utile pour le PF pour le virage en hdg then merge RB OK, son apparition par le haut du ND attire bien le regard OT I never use it PG Un petit temp d'adaptation est nécessaire GD Faisabilité MJ Aircraft position when spacing will reach

ND

RM Interesting at beginning of merging procedure, after, we don't use it very much PP Not quite easy at the beginning = OK after a while.Could be indicated with a 0.2Nm pace to limit reactivity of the new (cruise phase) GB Très utile pour bien comprende le sens de correction RB Accompagné de l'info CR permet de voir le temps nécessaire pour corriger l'écart. Info aussi importante que CR. OT Very imporant. One of the most useful data PG Très pratique GD Indispensable. Elément sur lequel on revient en permanence MJ spacing with target

M C D U

Distance

PP Useful when inserting the separation / delegation No use after. GB Utile au début , on ne le regarde plus après RB Peu utilisé sauf au début de la délégation double emploi avec ND OT This data is not necessary. You've got it the same on ND GB Peu utilisé GD Peu utilisé. Lecture sur le ND MJ Distance to the target

M C D U

Time

RM Interesting at beginning of merging procedure, after, we don't use it very much PP Very useful. Nice to have at all times GB Très utile au PNF pour anticiper le virage en hdg then merge RB Très peu utilisé OT This data is not necessary. You've got it the same on ND PG Pas évident à comprendre de prime abord GD Peu utilisé MJ Spacing, time to remain

ND

Closure Rate

RM Difficulty to use GS especially during descent PP Very useful. CAS instead of GS could be easier to use => desired speed to maintain separation would be (present speed - CR) GB Utile pour le surveillance RB Un des éléments très important pour respecter la délégation (correction) + gras que les autres info autour OT Very important to manage speed PG Peu utilisé GD Elément du circuit visuel indispensable faute d'information VI à prendre MJ speed difference with the target




Colour coding RM OK PP OK RB Respecte les regles d'utilisation d'airbus, pas de surprise OT We never see the different colours during training PG Les couleurs me conviennent parfaitement

Cyan (C) RM OK PP OK RB Respecte les règles d'utilisation d'airbus, pas de surprise OT We never see the different colours during training PG Les couleurs me conviennent parfaitement GD Adapté à la simulation MJ Between own aircraft and target

White (W) RM OK PP OK RB Respecte les règles d'utilisation d'airbus, pas de surprise OT We never see the different colours during training PG Les couleurs me conviennent parfaitement GD Adapté à la simulation MJ Details about target

Amber (A) RM OK PP OK RB Respecte les regles d'utilisation d'airbus, pas de surprise OT We never see the different colours during training PG Les couleurs me conviennent parfaitement GD Adapté à la simulation MJ Try to recover

ND & M C D U

Red (R) RM OK PP OK RB Respecte les règles d'utilisation d'airbus, pas de surprise OT We never see the different colours during training PG Les couleurs me conviennent parfaitement GD Adapté à la simulation MJ Report to controller unable delegation




ND

Target GS

RM Same as above (Difficulty to use GS especially during descent) GS is not a primary parameter PP Useful all the time GB Utile pour corriger sa vitesse et surveiller celle de l'autre RB Infor nécessaire sur ND pour valider le CR. Non nécessité d'aller la chercher sur la page "Mode ASAS" OT No interest PG Les couleurs me conviennent parfaitement PG Très utile GD Identification Correction de vitesse à adapter pour maintien de l'espacement . Le CR prend le dessus MJ Target GS

M C D U

RM Information parameters only PP Same as MCDU Dist (Useful when inserting the separation / delegation No use after) GB Util au début pour comprendre la correction au départ de la délégation RB Répétiteur de l'info du ND peu utilisé OT No interest PG J'ai plutôt utilisé l'info du ND GD Peu utilisé MJ Target GS

Own GS

RM information parameters only PP Redundant with ND indication, which is used by the pilot more frequently. Useful at initiation GB Très utilse pour le début RB 2 infos très importantes surtout à l'initiation de la délégation mais ensuite peu utilisé, le suivi du target s'effectuant (pour moi) via CR OT No interest PG J'ai plutôt utilisé l'info du ND MJ Actual GS M

C D U

RM Interesting at beginning of merging, not used after PP Very useful but should remain available during acquisition GB Très utile pour le début RB 2 infos très importantes surtout à l'initiation de la délégation mais ensuite peu utilisé, le suivi du target s'effectuant (pour moi) via CR OT No interest PG J'ai plutôt utilisé l'info du ND GD Passage furtif sur le MCDU pendant une phase ou notre attention est sur autre chose (délégation à prendre en compte) MJ Requested speed to maintain spacing




M C D U

Textual data

PP not easily perceived (because of bad positoning of the screen) RM OK GB Il faudrait un message "Merge to XXX" au moment ou l'avion doit reprendre sa navigation pour respecter la délégation RB pas utilisé ou très peu OT May be useful PG --- MJ Report to controller unable delegation

Other

RM The use of CAS instead of GS has to be studies to ease the pilot task PP In general, indications on ND re too small. Bigger fonts would help "experiences pilots" to better see OT You always look at your ND but not your MCDU. For the 1st step MCDU is interesting but after in a normal flight it will be on "PROG" page PG Il faudrait peut-être coupler une info sonore pour alerter le pilote s'il est trop près ou trop loin

MCDU

Terms and acronyms used were difficult to understand (if agreement please list problematic terms).

Stongly Agree Agree Disagree Stongly Disagree

Total 1 1 5 3

The arrangement of information on MCDU pages made them easy to understand.


Total 2 7 1 0

GB Le MCDU est utile au début de la délégation, les pages de sélection de la target sont bien faites.

The display of information provided me with enough information to identify which entries were permitted.


Total 3 7 0 0

Colours used to highlight information (target features, required distance) were sometimes difficult to interpret.


Total 0 2 5 3

GB Le MCDU ne sert pas trop en surveillance de la délégation.



The information provided on time to separation was easy to understand.


Total 3 5 2 0

PP The only problem is the non availability after insertion of delegation.

GB C'est la seule information qui sert en surveillance de la délégation.

ND

I had problems understanding the flight information (FL & vertical trend).


Total 0 1 2 7

GB Les infos sont claires, vont elles l'être autant dans un environnement chargé d'informations TCAS.

RB Idem TCAS.

PG Je pense qu'une info de FL target en temps réel sur le ND ne serait pas superflu.

I had problems understanding the additional target flight information (GS, Closure Rate, Distance).


Total 0 0 5 5

RM I had problems to read them, whole they are too small.

PP Distance indication made me uncomfortable in the beginning but ok after a while.

GB Les infos sont claires.

DS Could be better integrated on the PFD.

RB Sauf distance entre nous et target imposé par controle ecrit trop petit.

The symbols used (e.g. triangle for target, arc of circle for required spacing position) were easy to understand.


Total 5 4 0 0

PP Position of the target should be the center of the triangle and not its corner.

GB Même remarque que dans un environnement chargé.



It was difficult to understand the meaning of the arc of circle (required spacing position).


Total 1 2 5 2

GB L'arc de cercle est très clair mais n'est utilisable qu'à petite échelle de ND.

I never confused the predicted spacing position symbol with the top of descent.


Total 6 3 1 0

PG Il serait de ce point de vue peut-être utile de changer ce symbole.

It required minimal effort to understand color codes associated with spacing status (white, amber, red).


Total 4 3 1 2

GB Malheureusement, lors de la simu, nous n'avons pas eu à utiliser les codes ambres et rouges.

Ease of Use

Inputting and displaying information seemed natural.


Total 4 5 1 0

RN on the ND.

Using the MCDU and ND to maintain spacing was very complex.


Total 0 2 8 0

RM The difficulty to maintain spacing was not related to display.

PP Actually, once acquired, only information on the ND used.

GB La charge de travail est relativement importante. Il faudrait trouver des tendances en VI à afficher sur le speed tape.

PG Le ND est beaucoup plus utile au PF pour maintenir l'espacement.



MCDU

Minimal effort was required to select target.


Total 5 3 2 0

GB Très efficace.

Interactions with the MCDU pages were intuitive.


Total 2 8 0 0

GB Les pages MCDU se manipulaient comme celles déjà connues.

Going through the MCDU pages was a problem.


Total 1 1 6 2

Too much information was displayed.


Total 0 4 6 0

GB Les informations sur ma target sont un peu petites.

RN "Requested Speed" was missing.

DS If we redesign the ND/PFD display we can reduce information displayed and better undertand the situation.

I encountered problems when trying to recover from an error.


Total 0 0 8 2

GB Néanmoins, quelquefois des vitesses trop faibles étaient nécessaires.

ND

Minimal effort was required to get target displayed on ND.


Total 3 5 2 0

RB Même principe que le TCAS si avion à 3 heures ou + nécessité de passer en mode NAV, mode ARC avions plus visible.



The size of information was too small to be easily read and used.


Total 2 5 3 0

PP Need to see a screen with TCAS targets and maybe weather radar or terrain info below.

GB Voir plus haut.

RN "a little bit" too small.

RB Tout OK sauf distance de séparation imposé/target.

Display clutter was a problem.


Total 0 0 6 0

RM To be verified when displaying TCAS CSTR. Anyway to be efficient you have to use rather short range.

Consistency

In general, information displayed and interaction with devices (MCDU, ND) are consistent with current flight deck standards.


Total 2 7 1 0

RB Le pb est si compagnie impose de conserver sur MCDU "Mode ASAS" , reste qu'un seul MCDU disponible. Répartition PF/PNF non respectée.

The colours used on the ND are consistent with Airbus flight deck displays.


Total 3 7 0 0

The colours used on the MCDU are consistent with Airbus flight deck displays.


Total 2 8 0 0

The sequence of actions required by delegation is different from usual navigation related actions.


Total 2 3 5 0

RB Un % important de manipulation concerne la vitesse uniquement.

It was difficult to recognise information related to the ASAS mode.


Total 0 0 10 0



Confusion I noticed confusing functions and terms.


Total 0 1 7 1

RN "Required speed" is confusing. "Optimum speed" or just "Best speed".

I could easily make the distinction between the various information displayed.


Total 2 8 0 0

I noticed contradictions between the various information displayed.


Total 0 0 7 2

RM Baro altitudes and radio altitudes are not consistent when QNH is different from 1013.

In some cases I confused colour codes.


Total 0 0 5 5

Usefulness The color changes interfered with identification of the spacing statu.


Total 0 1 6 3

PP Colour changes are indications and are not interfering, but helping.

RB Voir avec info TCAS?

The information display was appropriate to determine spacing from target aircraft.


Total 2 7 1 0

PP But not big enough though.

GB Une aide en VI est nécessaire. Durant les phases chargées, il faut que le système puisse être couplé au PA.

The loss of spacing was unsuitably highlighted.


Total 0 4 3 1

RN Never occurred.



The information displayed on ND was relevant and useful.


Total 4 6 0 0

DS If we redesign the interface we can reduce the information displayed.

Learnability

The similarity with existing supports makes the interface easy to learn.


Total 5 5 0 0

GB Le temps d'adaptation existe néanmoins.

RB Personnellement airbus 320, voir si ce n'est pas même pareil avec autres types d'avions.


Total 1 0 4 5

GB C'est très instructif.

It was easy to remember how to cancel actions.


Total 2 6 2 0

PP I would like to have the second prompt "Cancel/end Delegation" in Amber.

GB Le fait de devoir utiliser 2 fois "end délégation" n'était pas clair.


How would you rate the effort to:

Select Target

Very easy Easy Complex Highly complex Total 7 3 0 0

Identify target


Assess feasibility of delegation




Implement solution:


Maintain spacing


Monitor situation


Recover losses of spacing


General Comments:

GB Les phases jugées 'complexes" doivent pouvoir être couplées au PA ou plus simplement matérialisées par des VI à afficher.

DS An automatic mode should be implemented keeping the spacing without pilots interaction, just by selecting target, mode and spacing.

RB Maintien spacing demande beaucoup de disponibilité facile à faire et à interpréter mais très "chronophage".

GD En mode sélecté la gestion de la vitesse est très lourde et occupante.

PP Too small fonts but ok.

PG Le maintien de l'espacement pourrait être couplé aux ATHR.

RM Complex when changing flight phase to maintain and recover spacing.

PP Nice to have "required speed" when losing separation.

How compatible with flying was it to:

Select Target


Identify target


Assess feasibility of delegation


Implement solution




Maintain spacing


Monitor situation


Recover losses of spacing


RM Complex when changing flight phase to maintain and recover spacing.

General Comments

PP In general, some phases of delegation (acquisition, loss, changing parameters) involve more workload than monitoring. When the task the crew is performing is already remaining. It is not easy to cope with them.

GB J'ai le sentiment que lorsqu'on accompli une tâche de pilotage on doit pourvoir se dire qu'elle est terminée pour faire autre chose ; or, la délégation demande une attention constante.

DS It takes too much attention to focus on spacing and leaves for the pilot less time for the rest of flying tasks.

RB Même pb qu'auparavant, on ne fait plus que ça.

PG Il est plus facile de gérer l'ensemble des tâches en approche initiale.

GD cf ci dessus "En mode sélecté la gestion de la vitesse est très lourde et occupante" Ajouter à cela la gestion d'une panne même mineure …

The way in which data is entered on MCDU respect the logic of the delegation task:


Total 4 6 1 0

PP Interface is same for merging to WPT or merging, which is not desirable. Maybe a prompt for WPT could avoid that: LSK>WAYPOINT instead of [LSK] WPT [] [] [] [].

RB Le Pb est la répartition PF/PNF. PF= à la trajectoire ; or, c'est le PNF qui insert dans le MCDU et si PF veut vérifier info sur MCDU doit regarder celui du PNF : pas logique.



The way in which data is output on the ND is not suited to my needs.


Total 0 2 7 1

PP Except font size.

RB Sauf D imposé entre nous et target sur ND.

The important information and functions required to maintain the spacing are easy to find.


Total 2 8 0 0

RM The parameters font is too small.

RN on the ND.

The actions suggested (req speed, resume indicator) by the system were:

Useful


Easy to understand


Sufficient


General Comments:

PP Indication of required speed on the PFD would be a great help. Time for a Dir To when merge to WPT is easily missable.

GB Une VI serait utile.

RB Pb info sur MCDU du PNF et non celui du PF.

PG La notion de TIME SEP n'est pas évidente à saisir au début de mon point de vue.

The monitoring cues were ...

Intuitive




Relevant


Too numerous


Did the delegation modify your monitoring when PF.


PP PFNeeds to spend a lot of time to acquire separation then monitor. PNF can perform ordinary (?) tasks after initiation of delegation.

RB PF: Je ne fais que ou pratiquement que suivre le target.

MJ PF Must monitor spacing.

Did the delegation modify your monitoring when PNF.


RB PNF : Pb de la page MCDU "Mode ASAS apparente en permanence ou libre?

OT On PNF you need to be more focus on displays (PFD, ND) and normally you have to look outside.

Did delegation require more interactions and cooperation in the cockpit.

YES NO Total 5 5

RM It only adds a new task.

GB La charge de travail existe.

DS Similar to CDPLC, increased workload.

RB Tout action du PF doit être vérifiée par PNF.

PG une tâche supplémentaire est requise dans des phases de vol déjà changées.

GD Beaucoup avec la gestion de la vitesse en sélecté.



Impact Analysis

Workload


The mental effort in the cockpit as a PF

much lower lower higher much higher Total 0 1 8 1

RB PF : inchangé

The mental effort in the cockpit as a PNF

much lower lower higher much higher Total 0 4 6 1

PP Almost no change for PNF.

RN No big change.

RB PNF : en mode délégation suivre en permanence le target. Variation de vitesse.

PG cf. au-dessus (une tâche supplémentaire est requise dans des phases de vol déjà changées).

Did some applications (remain, merge, heading then…) lead to higher workload?If yes, which ones and why?

YES NO Total 8 2

PP (If yes) Hdg then … was undoubtedly the most demanding.

GB La charge de travail est supérieure dans tous les cas mais conduit à une meilleure représentation de la situation.

RN Remain. Reason is changes of velocity of the target are not displayed (aimed speed!). Thus big changes in R and D may occur …

DS All.

RB Tant que délégation manuelle et non couplée au pilote automatique risque d'oubli important.

"Heading then merge": passer le point broken arrow (phase hybride).

"Remain": variation de vitesse ou corriger et maintenir distance/target.

OT Merge and Remain you've to be very attentive until the resume navigation.

PG Merge est plus contraignant en termes de charge de travail.

MJ Heading then.

The workload (including speed/heading changes) achieve spacing was acceptable.


Total 0 9 0 1



GB Sauf ou phases déjà chargées par nature (paumes ..).

MJ But for the PF its absolutely necessary to anticipate the action for exemple during speed reduction.

The workload (including speed/heading changes) achieve spacing was too heavy.


Total 1 2 7 0

RM Depends on flight phase.

PP Thought it was not "transparent".

RN Only when target velocity changes were unforeseen.

Situation Awareness


Your situation awareness as a PF

Much Lower Lower Higher Much Higher Total 0 2 6 1

PP Given TCAS information still available.

GB La représentation de la situation est bien meilleure.

RB En situation de délégation disponibilité diminue si PNC nous informe d'un pb en cabine, surveillance diminue. Si une alarme intervient un choix doit être fait entre délégation pour résolution de la panne mais pas les 2 en même temps.

PG le système donne effectivement une meilleure vue d'ensemble de l'environnement de l'avion.

Your situation awareness as a PNF


RN No changes.

Compared to situation without delegation, how was your awareness of …

Your flight parameters in general

Better Same Worse Total 3 5 2

Your position in traffic




Surrounding traffic


PP not comparable without TCAS.

RN N/A.

Possible forthcoming problems


RM You are focused on the speed.

GB En sera t-il le même avec tous les autres trafics?

General Comments:

RB Faire une simulation avec / sans délégation avec petite panne type baisse pression d'huile et sur 1 moteur (cf. Temps de réaction) voir réaction/délégation, position in trafic cf. Avec TCAS.

PG cf. ci-dessus.

I was never surprised by the type o f instruction given, thanks to the information on the target.

Strongly agree Agree Disagree Strongly Disagree

Total 0 8 2 0

PG Il faudrait être averti des modifications de vitesse du target afin de les anticiper.

Compared to situations without delegation, do you feel your communication were:

Less Frequent Same More Frequent Total 9 1 0

Shorter Same Longer Total 6 2 2

PP Information to be remembered by crew is more numerous (up to 4).

GB La fréquence sera certainement moins encombrée.

RN Once target is acquired, no communication is needed.

RB Ici le but recherché est bien atteint. Avan un contrôleur nous donnait plusieurs caps avec régulation de vitesse ici un seul message.

PG Moins de communication radio avec le contrôleur.



As a consequence, how was your communication load with delegation.


PP The PNF might need to write down the information he has to acknowledge.

GB C'est un atout.

RB Idem question précédente " Ici le but recherché est bien atteint. Avant un contrôleur nous donnait plusieurs caps avec régulation de vitesse ici un seul message".

Monitoring Tasks

Do you feel delegation modified your scanning pattern in the cockpit?

As a PF

YES NO Total 10 0

As a PNF

YES NO Total 7 3

If yes, is it in terms of

Scan Content Scan Rate Both Total 1 2 6

As a PF, was your scanning pattern…

Less frequent


Gathering more information


Focused on a specific item




General Comments:

PP CR/Distance/GS.

GB Delegation.

RN Target D + CR.

RN No big changes.

DS Spacing.

RB Ici le but recherché est bien atteint. Avant un contrôleur nous donnait plusieurs caps avec régulation de vitesse ici un seul message.

OT Distance To Target.

PG Target speed on ND.

GD CR Distance.

MJ ND.

As a PNF, was your scanning pattern.

Less frequent


Gathering more information


Focused on a specific item


PP CR/Distance/GS

GB Delegation

RN Target

DS Spacing

RB Ici le but recherché est bien atteint. Avant un contrôleur nous donnait plusieurs caps avec régulation de vitesse ici un seul message.

OT Distance To Target

GD CR Distance

MJ ND/MCDU

As a consequence, do you feel your monitoring effort with delegation was…

As a PF

Less Same More Total 1 0 9



As a PNF

Less Same More Total 0 4 6

General Comments:

PP The crew has to include more info in the scanning and this brings more workload. RM you have one supplementary task to perform with a given precision.

GB La charge de travail serait inférieure si la délégation était couplée au PA. On demandait des VI.

RB Vérifier en permanence le maintien de distance avec target.

PG La charge de travail augmentant il est possible de focaliser sur un item et d'en négliger un ou plusieurs autres.

GD Pour le maintien de la distance.

Flight Activity

Delegation forces me to perform tasks which should not be part of my work.


Total 2 2 5 0

PP Nevertheless, automation is highly desirable.

RM This is a political point.

DS Keeping spacing manually. Once delegated a/c should keep separation automatically and only display amber or red in case pilot action is needed.

The use of the ND for spacing monitoring interferes with other tasks.


Total 3 5 1 0

RM It might be easier if you had a kind of "flight director" to help you on the speed scale of PFD.

RN Monitoring and maintaining spacing during descent is quite demanding.

DS Depending on the range selected TACAS information could interfere with distances.

Did the delegation influence your planning and management of the flight.

YES NO

If yes, Positively Negatively Neutral Total 8 2 3 3 3

RM In the particular cases of simulation, the delegation is given just on time you perform the approach briefing.

PP I had to change my strategy in terms of timing=delay or advance the briefing for approach for instance.

GB La descente est influencée de marnière négative car on descend souvent trop tôt.

RN During descent, to integrate target's values and variables may change our descent profile.



RB Réduction messages radio baisse disponibilité pour autres taches Repartition PF/PNF.

PG La gestion vitesse, FL est optimisée en fonction du target. GD Augmente le charge de travail du PF & gestion des vitesses => les annonces sont plus fréquentes dans le poste , moins avec le contrôle.

Did delegation modify the number of speed changes.

YES NO

If yes Decrease Increase Same Total 9 1 3 7 1

RM You are always adapting your speed, especially in descent with very important delta V.

PP Almost the same as far as acquiring or maintaining, as long as the target does not move. As soon as the target starts descent, a big decrease is needed.

GB La surveillance de la délégation impose des changements.

DS Due to speed adjustments when in trail and error more when following a/c reducing speed and not knowing to which value.

RB Seule moyen pour maintenir séparation.

PG Trop d'action sur le bouton "Speed". Focalisation du suivi target.

GD Beaucoup.

MJ The speed change decrease because all the distance to follow the same trajectory and speeds are identical.

Did delegation modify your head down time:

YES NO

If yes, Decrease Increase Same Total 5 3 0 4 2

RM In our own planes you are mainly head down.

PP Definitely more scanning and more information to gather from the ND to maintain spacing.

GB Pour suivre les paramètres de délégation.

DS MCDU.

RB Plus de surveillance du ND mais en réalité la différence ne doit pas être significative.

According to you, did the delegation lead to …

Better anticipation and planning of actions


More complex tasks




Smoother flight profiles


Reduced intervals between aircraft


RN Descent profiles become complex when target speed changes.

GD Oui, avec la vitesse managée, non avec la vitesse sélectée ou les régimes moteurs changent.

General Comments:

PP Tasks involved need more concentration from the crew.

GB Les avions sont mieux espacés.

RB Si les avions sont les uns après les autres le risque de conflits diminue énormément.

Safety

Has delegation an impact on the overall error rate:

YES NO

If yes, Decrease Increase Same Total 7 2 1 4 2

RB (If yes)Moins de demande de variations de cap et d'altitude mais on change souvent de sélection de vitesse (principe des vases communicant).

RM Don’t Know.

Errors induced by delegation could be…

Frequent


RM Don’t Know.

GD Peut-être ?

Hazardous


RM Don’t Know.

GD Peut-être ?



Easy to detect


RM Don’t Know.

GD Peut-être ?

Easy to recover


RM Don’t Know.

GD Peut-être ?

With delegation, does safety require additional support tools for…

Error detection (e.g. loss of spacing)?

YES NO Total 5 5

GD Voyant + son sur un P/B ATC (déjà installé sur certains avions).

Error recovery?

YES NO Total 3 6

General Comments:

GB Les VI! Et couplage au P.A.

RN As we talked about, "boxed" changes or whatever but highlighted changes.

DS Automatic mode when in trial.

PG Couplage sonore pour les alarmes actuellement uniquement visuelles.

Concept Assessment

How would you rate your understanding of this new concept?

Completely Understood

Mostly Understood

Slightly Understood Not Understood

Total 8 2 0 0

Did any aspect bother you?

DS No. PP Phraseology to initiate/continue delegation. GB La complexité de la tâche en phases d'approche et lors des situations délicates.



Was the delegation compatible with your normal working method?

YES NO Total 10 0

PP It can be introduced in the normal environment but requires some training/method.

RB Quelques répartitions des tâches à améliorer et approfondir - manipulation du mode ASAS par PNF uniquement.

GD Interface MDCU OK, symbologie ND OK, Je pense simplement que c'est au PF d'insérer au MCDU la délégation ou au PNF sur demande du PF.

Is the use of delegation compatible with…

Flying tasks


GD Very si en travaillant en mode managé.

Monitoring tasks


RM It is an additional task, increasing the workload.

GD Very si en travaillant en mode managé.

Which aspect if any do you consider the most difficult to handle

Identification of Target

Feasibility assessment Implementation Monitoring

Total 0 2 1 6

PP I rely on the system info to tell me about feasibility. Implementation of HDG then Merge is sometimes tricky (remember delegation first then take good heading and perform Dir To).

RM The main task is to maintain the target in the good range.

GB Cela demande une attention certaine.

RN Monitoring with level/speed changes -> no anticipation!

DS Other: Spacing.

RB Rien de difficile si ce n'est un bon cross-check PF/PNF pour éviter tout erreur d'insertion ex: SSR qui entraînerait tout le processus de délégation en erreur.

GD Gestion de la vitesse très lourde qui implique annonces en poste et fait perdre l'avantage de la baisse de communications avec sol.

Do you think the delegation is usable in cruise?

Not at all Partially Generally Totally Total 0 0 0 10



RM This is the easiest phase to use it.

GB En croisière la charge de travail permet entièrement la délégation.

DS To increase #of a/c on airway.

PG Le système serait d'autant plus efficace en croisière mais il faudrait dans ce cas absolument un couplage ATHR.

GD Niveaux donnés, vitesse établie ->+ facile.

RB Si 2 avions volent vers la même destination mais vitesse différente dès le début de croisière imposer une distance à respecter.

What could make it more usable in cruise?

DS Automatic mode from cruise until final.

RB Phase de travail peu importante avions stable en vitesse et altitude.

OT Normally aircraft follow the same routing so it's just a spacing problem.

PG Pas de modification de niveau.

Do you think the delegation is usable in descent?


RM Due to difference in the GS between the aircraft at different altitudes with the same CAS? The following a/c has to reduce drastically its CAS reaching very low speeds.

PP Requires a lot of attention because of speed difference in evolution. Requires a lower speed for descent than the preceding aircraft, due to altitude difference.

GB Les changements de vitesses fréquents sont un peu gênants pour avoir des bas taux de descente et peuvent être désagréables pour les passagers.

DS Allows earlier spacing and merging of traffic.

RB Le problème sera quand un des avions aura de la turbulence et qu'il devra réduire sa vitesse.

PG A condition d'avoir une info de FL target.

GD Vitesse évolutive qui nécessite d'incessantes corrections, sinon tout à fait faisable.

What could make it more usable in descent.

PP (1) Use of CAS instead of GS for CR (2) Reduce spacing at initiation of target descent.

GB Toujours la même chose, une vitesse VI cible!

RN The target "speed intentions".

DS Automatic spacing.

RB Avions commencent leur descente au même endroit avec même vitesse et même vario. Sinon le second avion peut être bien plus bas que le target et si 5 à 6 avions se suivent avec différents profils de descente le contrôle peut-être perturbé.

PG Cf. ci-dessus (a condition d'avoir une info de FL target).



Do you think the delegation is usable in initial approach?


RM Not further than FAF, the difficulty as already stated is to maintain a distance between two a/c at different altitudes; it perhaps will be better and easier to maintain a time separation . In that case, the pilot needs to be helped by the system.

RM What Could make it more usable in initial approach? Time Separation.

PP The problem is speed reduction of the target = if the spacing is reduced when target reduces speed, it can make things easier.

GB En approche il y a des éléments vitaux (passage au QNH, matérialisation des altitudes de sécurité …) que la délégation peut faire oublier.

RB Le pb risque de se poser s'il y a différents types d'avions avec des masses différentes, un B747 derrière un A320 avec un B747. Obliger de sortir des volets pour réduire sa vitesse tout en étant à 50 Nm du seuil de piste =Illogique MAIS si les vitesses restent compatibles avec les différents types d'avions. Je ne vois pas de problèmes.

OT We haven't got the same speed problems due to differents (flight controls).

PG Mêmes remarques que pour la descente (à condition d'avoir une info de FL target).

GD Suivi des trajectoires d'arrivées, vitesses établies (cf qui ne changent pas).

What could make it more usable in initial approach.

PP See above (The problem is speed reduction of the target = if the spacing is reduced when target reduces speed, it can make things easier).

GB Des VI! Et le couplage au PA.

DS Automatic mode.

PG Mêmes remarques que pour la descente (à condition d'avoir une info de FL target).

Did you identify flight phases possibly leading to refuse delegation?

YES NO Total 8 2

RM If the descent problem is solved.

PP Close to start of descent when time has come for the briefing.

GB En approche.

RN Descent with speed changes.

RB Orages sur la route de la délégation. Problème mécanique.

OT Initial approach.

PG L'approche ne me parait pas une bonne idée.

GD Toute phase où la charge de travail en poste augmenterait notablement et ne permettrait plus une si constante attention sur la gestion de la vitesse.

MJ During low visibility operation for example: during approach with CAT III minimums.



How did you consider the way you worked with delegation?

Satisfying Frustrating Other Total 10 0 0

GB La délégation rend plus actif et plus conscient de la situation.

RB Suivre 1 délégation ou suivre plusieurs changements de cap/niveau/vitesse est équivalent.

Do you think the delegation would be acceptable?

YES NO Total 10 0

RB La délégation ne change pas fondamentalement notre façon de travailler. Réduit la fréquence des contacts radio qui est intense dans les zones terminales. Donc augmente la disponibilité.

What could make it more acceptable?

GB Des VI et le couplage au VI.

RN cf: Debriefing.

DS Different HMI and automatic mode.

RB Couplé au pilote automatique avec possibilité de le débrayer à tout moment.

PG Couplage ATHR + Alarmes sonores.

GD Vitesse managée -> plus de disponibilité surtout en phase descente/approche.

Do you think the delegation.

• Could benefit from additional tools (e.g. data link).


RM Something in the computer to help the crew to choose the CAS.

PP Link to AP is a "must have", Indication of speed to achieve on PFD to acquire separation would be useful as well.

GB La délégation pourrait être via datalink.

DS For a/c not equipped with appropriate airborne equipment or re. Failure case.

RB Diminution des contacts radio. Par mauvais temps sur le terrain (brouillard) permet un meilleur séquencement et d'éviter de faire des tours d'attente :

• Would you describe delegation as

A workload reduction A stimulant A concern

Total 2 6 2

RN Ease of use and quite good understanding of the situation.

DS With new interface YES.

RB Si système couplé au pilote automatique.



Do you think that having different types (remain, merge, heading then) …

Is relevant

Not at all Sometimes Often Absolutely Total 0 0 1 7

Introduces unnecessary complexity:

Not at all Sometimes Often Absolutely Total 9 1 0 0

General Comments:

RM Please do not introduce too much delegation types, or they will have to be automatic.

GB Ces types sont liés aux situations de contrôle et donc nécessaires.

RB Ces 3 possibilitiés suffisent et ne sont pas difficiles à utiliser.

Is the concept of delegation useful?


Is the concept of delegation effective?


Could this method increase.

Safety

Not at all Quite Significantly Very significantly

Total 2 4 2 2

Capacity


Total 0 3 3 4

Efficiency


Total 0 2 6 2

PP I am not sure capacity will be increased because failure cases have to be covered, or maybe the a/c will not accept the delegation.

GB La charge de travail du contrôleur est très réduite et peut empiler les avions plus efficacement.

RB Couplé au TCAS cela n'améliore pas la sécurité de plus dans une même zone plusieurs avions peuvent être en heading/merge avec les risques de conflits que cela implique.



PG La méthode va permettre certainement d'augmenter les flux de trafic au détriment d'une charge de travail supérieure pour l'équipage.

What is your overall feeling about this method and simulation.

RM I appreciate the way used for this study. Begin with few and simple delegations Then assess the problems. I was quite impressed by this study simulator representative of our products. A lot of work has been done to have a good as possible environment for these trials. Go ahead ...

GB L'idée de délégation est bonne et permettre d'accroître significativement la capacité de tous les secteurs de contrôle. Du côté du pilote il faut, à mon avis, encore trouver les aides significatives pour la rendre plus facile à vivre, notamment, comme je l'ai dit tout au long du questionnaire, des cibles au VI sur le speed tape et des phases ou le couplage au PA serait possible.

RN Very well integrated in the "airbus philosophy". Tasks PF/PNF correctly shared. General impression is very good.

DS Great tool, need some fine tuning and a larger scale simulation. (Bon courage.)

RB SIMULATION : Assez realiste manque (info TCAS ND, + de message radio) cockpit type glass-cockpit très realiste (type A320) façon de travailler respectée (Air France. Rajouter 1 second caque avec ATIS via Radio (et demande des changements de délégation au moment de l'écoute de l'ATIS par PF cf. Erreurs !). Demander de remplir le log de vol en arrivant dans zone terminal pas très réaliste mais pour la simulation sur la délégation peu d'importance. DELEGATION : Ce système de délégation me semble très intéressant pour réduire les problèmes de régulation à l'arrivée des grands aéroports - ainsi que régulation en route. Comme tout nouveau système en élaboration, il mérite des améliorations ; voici une liste non exhaustive.

• répartition PF/PNF qui insert le SSR target ?

• page "mode ASAS" doit elle rester en permanence au MCDU. Si oui, 1 seul MCDU disponible normalement les 2,

• prise d'ATIS par PF normalement PNF (Air France).

* système couplé au pilote automatique, avec reprise en manuel n'importe quand serait le mieux (disponibilité équipage).

PG Le système me paraît très au point moyennant quelques petites modifications. La simulation était très réaliste et les différents intervenants d'Eurocontrol très professionnels.

GD Journée très enrichissante avec un bon timing concernant les briefings/simulations. Questionnaire parfois un peu subtils en anglais dans leur formulation. Il serait bien que la prochaine fois la simulation soit intégrée dans un flux d'avions que de légères perturbations interviennent en poste pour plus de réalisme. La méthode de délégation semble être bien en place, reste à adapter en cockpit avec peut-être un autre répartition des tâches et un mode de vitesse différent. A la prochaine fois.

MJ I appreciate the method of simuation who gave you this impression of real flight. Maybe necessary to include more radio communication in this environment.

5. NUMBER AND DURATION OF SPEED ACTIONS MAY'02

In the graphs below, the number of actions is compared to the duration of the actions over 60 seconds time intervals. For a given speed action, the duration of the action is defined as the time between the first movement and the last movement of the speed knob for that action. On the graphs, the figures shown are the sum of the durations of actions over the 60 seconds time intervals.



Remain Behind ATN - Temporal distribution of actions

0

1

2

3

4

5

6

]0;6

0]

]60;

120]

]120

;180

]

]180

;240

]

]240

;300

]

]300

;360

]

]360

;420

]

]420

;480

]

]480

;540

]

]540

;600

]

]600

;660

]

]660

;720

]

]720

;780

]

]780

;840

]

]840

;900

]

]900

;960

]

]960

;102

0]

]102

0;…

]

Time (60 seconds intervals)

Num

ber o

f act

ions

Target descent Speed reduc. 250 kt Max

MinMean

Remain Behind ATN - Temporal distribution of actions

0

5

10

15

20

25

]0;6

0]

]60;

120]

]120

;180

]

]180

;240

]

]240

;300

]

]300

;360

]

]360

;420

]

]420

;480

]

]480

;540

]

]540

;600

]

]600

;660

]

]660

;720

]

]720

;780

]

]780

;840

]

]840

;900

]

]900

;960

]

]960

;102

0]

]102

0;…

]


Dur

atio

n of

act

ions

Target descent Speed reduc. 250 kt

0.00

2.00

4.00

6.00

8.00

10.00

12.00

]0;6

0]

]60;

120]

]120

;180

]

]180

;240

]

]240

;300

]

]300

;360

]

]360

;420

]

]420

;480

]

]480

;540

]

]540

;600

]

]600

;660

]

]660

;720

]

]720

;780

]

]780

;840

]

]840

;900

]

]900

;960

]

]960

;102

0]

]102

0;…

]


Mea

n du

ratio

n of

an

actio

n




Merge Behind OKRIX - Temporal distribution of actions

0

1

2

3

4

5

6

]0;6

0]

]60;

120]

]120

;180

]

]180

;240

]

]240

;300

]

]300

;360

]

]360

;420

]

]420

;480

]

]480

;540

]

]540

;600

]

]600

;660

]

]660

;720

]

]720

;780

]

]780

;840

]

]840

;900

]

]900

;960

]

]960

;102

0]

]102

0;…

]


Num

ber o

f act

ions

Target descent Speed reduc. 250 kt Max

MinMean

Merge Behind OKRIX - Temporal distribution of actions

0

5

10

15

20

25

]0;6

0]

]60;

120]

]120

;180

]

]180

;240

]

]240

;300

]

]300

;360

]

]360

;420

]

]420

;480

]

]480

;540

]

]540

;600

]

]600

;660

]

]660

;720

]

]720

;780

]

]780

;840

]

]840

;900

]

]900

;960

]

]960

;102

0]

]102

0;…

]


Dur

atio

n of

act

ions


0.00

2.00

4.00

6.00

8.00

10.00

12.00

]0;6

0]

]60;

120]

]120

;180

]

]180

;240

]

]240

;300

]

]300

;360

]

]360

;420

]

]420

;480

]

]480

;540

]

]540

;600

]

]600

;660

]

]660

;720

]

]720

;780

]

]780

;840

]

]840

;900

]

]900

;960

]

]960

;102

0]

]102

0;…

]


Mea

n du

ratio

n of

an

actio

n




Merge Behind MEL - Temporal distribution of actions

0

1

2

3

4

5

6

]0;6

0]

]60;

120]

]120

;180

]

]180

;240

]

]240

;300

]

]300

;360

]

]360

;420

]

]420

;480

]

]480

;540

]

]540

;600

]

]600

;660

]

]660

;720

]

]720

;780

]

]780

;840

]

]840

;900

]

]900

;960

]

]960

;102

0]

]102

0;…

]


Num

ber o

f act

ions

Speed reduc. 250 kt Max

MinMean

Merge Behind MEL - Temporal distribution of actions

0

5

10

15

20

25

]0;6

0]

]60;

120]

]120

;180

]

]180

;240

]

]240

;300

]

]300

;360

]

]360

;420

]

]420

;480

]

]480

;540

]

]540

;600

]

]600

;660

]

]660

;720

]

]720

;780

]

]780

;840

]

]840

;900

]

]900

;960

]

]960

;102

0]

]102

0;…

]


Dur

atio

n of

act

ions

Speed reduc. 250 kt

0.00

2.00

4.00

6.00

8.00

10.00

12.00

]0;6

0]

]60;

120]

]120

;180

]

]180

;240

]

]240

;300

]

]300

;360

]

]360

;420

]

]420

;480

]

]480

;540

]

]540

;600

]

]600

;660

]

]660

;720

]

]720

;780

]

]780

;840

]

]840

;900

]

]900

;960

]

]960

;102

0]

]102

0;…

]


Mea

n du

ratio

n of

an

actio

n

Speed reduc. 250 kt



Heading then Merge OKRIX - Temporal distribution of actions

0

1

2

3

4

5

6]0

;60]

]60;

120]

]120

;180

]

]180

;240

]

]240

;300

]

]300

;360

]

]360

;420

]

]420

;480

]

]480

;540

]

]540

;600

]

]600

;660

]

]660

;720

]

]720

;780

]

]780

;840

]

]840

;900

]

]900

;960

]

]960

;102

0]

]102

0;…

]


Num

ber o

f act

ions

Target descent Speed reduc.DIR TO 250 kt Max

MinMean

Heading then Merge OKRIX - Temporal distribution of actions

0

5

10

15

20

25

]0;6

0]

]60;

120]

]120

;180

]

]180

;240

]

]240

;300

]

]300

;360

]

]360

;420

]

]420

;480

]

]480

;540

]

]540

;600

]

]600

;660

]

]660

;720

]

]720

;780

]

]780

;840

]

]840

;900

]

]900

;960

]

]960

;102

0]

]102

0;…

]


Dur

atio

n of

act

ions

Target descent Speed reduc.DIR TO 250 kt

0.00

2.00

4.00

6.00

8.00

10.00

12.00

]0;6

0]

]60;

120]

]120

;180

]

]180

;240

]

]240

;300

]

]300

;360

]

]360

;420

]

]420

;480

]

]480

;540

]

]540

;600

]

]600

;660

]

]660

;720

]

]720

;780

]

]780

;840

]

]840

;900

]

]900

;960

]

]960

;102

0]

]102

0;…

]


Mea

n du

ratio

n of

an

actio

n

Target descent Speed reduc.DIR TO 250 kt



Heading then Merge MEL - Temporal distribution of actions

0

1

2

3

4

5

6

]0;6

0]

]60;

120]

]120

;180

]

]180

;240

]

]240

;300

]

]300

;360

]

]360

;420

]

]420

;480

]

]480

;540

]

]540

;600

]

]600

;660

]

]660

;720

]

]720

;780

]

]780

;840

]

]840

;900

]

]900

;960

]

]960

;102

0]

]102

0;…

]


Num

ber o

f act

ions

Speed reduc. 250 kt

DIR TO

Max

MinMean

Heading then Merge MEL - Temporal distribution of actions

0

5

10

15

20

25

]0;6

0]

]60;

120]

]120

;180

]

]180

;240

]

]240

;300

]

]300

;360

]

]360

;420

]

]420

;480

]

]480

;540

]

]540

;600

]

]600

;660

]

]660

;720

]

]720

;780

]

]780

;840

]

]840

;900

]

]900

;960

]

]960

;102

0]

]102

0;…

]


Dur

atio

n of

act

ions

Speed reduc. 250 kt

DIR TO

0.00

2.00

4.00

6.00

8.00

10.00

12.00

]0;6

0]

]60;

120]

]120

;180

]

]180

;240

]

]240

;300

]

]300

;360

]

]360

;420

]

]420

;480

]

]480

;540

]

]540

;600

]

]600

;660

]

]660

;720

]

]720

;780

]

]780

;840

]

]840

;900

]

]900

;960

]

]960

;102

0]

]102

0;…

]


Mea

n du

ratio

n of

an

actio

n

Speed reduc. 250 kt

DIR TO



6. DISTRIBUTION OF SPEED MAGNITUDE MAY'02

Remain Behind ATN - Distribution of Speed variations

012345678

[...;-

60]

]-60;

-40]

]-40;

-30]

]-30;

-20]

]-20;

-15]

]-15;

-10]

]-10;

-5]

]-5;0

[ ^

[0;5

[

[5;1

0[

[10;

15[

[15;

20[

[20;

30[

[30;

40[

[40;

60[

[60;

80[

[80;

…]

Distribution of magnitude of speed variations. Remain scenario.

Merge Behind OKRIX - Distribution of Speed variations

0123

4567

[...;-

60]

]-60;

-40]

]-40;

-30]

]-30;

-20]

]-20;

-15]

]-15;

-10]

]-10;

-5]

]-5;0

[ ^

[0;5

[

[5;1

0[

[10;

15[

[15;

20[

[20;

30[

[30;

40[

[40;

60[

[60;

80[

[80;

…]

Distribution of magnitude of speed variations. Merge in cruise scenario.

Merge Behind MEL - Distribution of Speed variations

0

1

2

3

4

5

[...;-

60]

]-60;

-40]

]-40;

-30]

]-30;

-20]

]-20;

-15]

]-15;

-10]

]-10;

-5]

]-5;0

[ ^

[0;5

[

[5;1

0[

[10;

15[

[15;

20[

[20;

30[

[30;

40[

[40;

60[

[60;

80[

[80;

…]

Distribution of magnitude of speed variations. Merge in descent scenario.

Heading then Merge OKRIX - Distribution of Speed variations

0

12

3

4

56

7

[...;-

60]

]-60;

-40]

]-40;

-30]

]-30;

-20]

]-20;

-15]

]-15;

-10]

]-10;

-5]

]-5;0

[ ^

[0;5

[

[5;1

0[

[10;

15[

[15;

20[

[20;

30[

[30;

40[

[40;

60[

[60;

80[

[80;

…]

Distribution of magnitude of speed variations. Heading then merge in cruise scenario.

Heading then Merge MEL - Distribution of Speed variations

0123456789

[...;-

60]

]-60;

-40]

]-40;

-30]

]-30;

-20]

]-20;

-15]

]-15;

-10]

]-10;

-5]

]-5;0

[ ^

[0;5

[

[5;1

0[

[10;

15[

[15;

20[

[20;

30[

[30;

40[

[40;

60[

[60;

80[

[80;

…]

Distribution of magnitude of speed variations. Heading then merge in descent scenario.



7. DISTRIBUTION OF SPACING MAY'02

Spacing value 120 seconds after "Insert"

6.00

7.00

8.00

9.00

RB ATN MB OKR MB MEL HMB OKR HMB MEL GLOBAL

value (in NM

)

Spacing deviation at Merge point (or after 2 min)

0.00

0.10

0.20

0.30

0.40

0.50

0.60


valu

e (in

NM

)

Spacing value at the end of delegation

6.00

7.00

8.00

9.00


valu

e (in

NM

)



8. SCRIPTS DEC'02

8.1. FLIGHT PLANS

8.1.1. Simulated aircraft flight plans

Pilots were instructed to fly on the EEC A320 fixed-base simulator and the following flight plans were used:

• AFR3423 : Milan Linate / Paris CDG at FL300 LIML OME8C OMETO UL615 TERSI UL615 AOSTA UM729 MOLUS UM729 GALBI UR13 ROMTA UR13 DERAK UR13 TINIL TIN4W NANOP TIN4W IPLAN TIN4W INKAK TIN4W OMAKO TIN4W PG512 TIN4W LFPG.

• LB026MQ : Nice / Paris Orly at FL280 LFMN OKTE9 OKTET UM733 GIPNO UM733 BULOL UZ12 ATN ATN4W OKRIX ATN4W MOLEK ATN4W MLN ATN4W LFPO.

• AF296BG : Marseille / Paris Orly at FL280 LFML MTL7B MTL UM976 ETREK UM976 MADOT UM976 ATN ATN4W OKRIX ATN4W MOLEK ATN4W MLN ATN4W LFPO.

• AZA356 : Milan Linate / Paris CDG at FL300 LIML OME8C OMETO UL615 TERSI UL615 AOSTA UM729 MOLUS UM729 GALBI UR13 ROMTA UR13 DERAK UR13 TINIL TIN4W NANOP TIN4W IPLAN TIN4W INKAK TIN4W OMAKO TIN4W PG512 TIN4W LFPG.

The scenarios were designed with arrivals at Paris Orly on runway 26 and at Paris CDG on runway 26L. ATIS was given in consequence.

8.1.2. Target aircraft flight plans

The surrounding traffic was generated on the ESCAPE (Eurocontrol Simulation Capabiklity And Platform for Experimentation) platform by MASS (Multi Aircraft Simplified Simulator). The traffic used was 6PM00H1. Among this traffic, the following flight plans were used as target aircraft:

• LIB118 : Zurich / Paris Orly with B737 at FL280 (SSR 1457) LSZH MOROK DJL CHABY OKRIX MOLEK LFPO.

• CRX455 : Zurich / Paris CDG with A320 at FL280 (SSR 5123) LSZH MOROK DERAK TINIL IPLAN INKAK OMAKO LFPG.



8.1.3. Waypoint co-ordinates

Waypoint Co-ordinates Waypoint Co-ordinates

AOSTA N45 47.9 E007 20.0 ATN N46 48.4 E004 15.5

BULOL N46 02.8 E005 05.5 CHABY N47 47.8 E003 56.9

DERAK N47 17.8 E005 27.9 DJL N47 16.2 E005 05.8

ETREK N45 11.3 E004 38.3 GALBI N46 43.7 E006 08.6

GIPNO N45 33.6 E005 31.8 INKAK N48 24.0 E003 43.7

IPLAN N48 23.8 E004 01.6 LFML N43 26.2 E005 12.9

LFMN N43 39.9 E007 12.9 LFPG N49 00.6 E002 32.9

LFPO N48 43.4 E002 22.8 LIML N45 27.0 E009 16.8

LSZH N47 27.5 E008 32.9 MADOT N45 43.8 E004 30.8

MLN N48 27.4 E002 48.8 MOLEK N48 17.6 E003 03.9

MOLUS N46 26.6 E006 40.8 MOROK N47 23.8 E006 39.3

MTL N44 33.3 E004 46.8 NANOP N48 15.7 E004 14.4

OKRIX N47 58.0 E003 34.1 OKTET N44 29.1 E006 34.2

OMAKO N48 35.7 E003 25.1 OMETO N45 44.2 E008 02.6

PG512 N48 45.3 E003 14.1 ROMTA N46 58.3 E005 51.5

TERSI N45 47.2 E007 27.6 TINIL N47 35.8 E005 05.9

8.2. SCENARIOS

As described in the report, the experiment objectives led to a 3×2 design: (1, 0.5, 0.25NM) × function (flying, not flying pilot). In addition, for baseline purpose, each pilot flew once as PF without spacing instruction. The resulting experimental plan is presented in the table below.

Pilot Runs Flight Airport Conditions

1 2

Run1 AFR3423 LFPG Baseline PF PNF

Run2 AF296BG LFPO Margin = 1 PNF PF

Run3 AZA356 LFPG Margin = 0.5 PNF PF

Run4 AF296BG LFPO Margin = 0.25 PF PNF

Run5 LB026MQ LFPO Baseline PNF PF

Run6 AF296BG LFPO Margin = 0.5 PF PNF

Run7 AZA356 LFPG Margin = 1 PF PNF

Run8 AZA356 LFPG Margin = 0.25 PNF PF

The scenarios are derived from a small experiment performed on the ESCAPE platform with one controller and two pseudo-pilots. Both the traffic (traffic file with aircraft identification and position) and the radio-communications (audio file with controller instructions and pilot replies) were recorded.

For each scenario of the flight deck simulation, the aircraft data of the simulated aircraft was taken out from the traffic file. Also, the pseudo-pilot replies concerning the simulated aircraft were taken out from the audio file.



A pseudo-controller was used to:

• confirm the target positioning performed by the crew, • give an instruction again if it was missed by the crew, • answer eventual queries (e.g. message confirmation or descent request), • turn down the volume of the audio replay during crew messages to avoid scrambled

messages. The detail of the scenarios for each run is given below (with expected pilot answers). The reference time to supervise the scenarios is the time of the audio file.

8.2.1. AFR3423

This flight is a baseline flight without any spacing instruction given.

Cockpit flight plan: Milan Linate (LIN) – Paris CDG (CDG) at FL300 with SSR 2425 and the radio frequency set to 132.10.

Synchronisation at the start of the run:

• Simulation time = 14h04’10, • DIS history time = 12h30’50, • Ref. time on the audio file = 20’41.

Callsign: “Air France Three Four Two Three”.

28’11 MASS action [ Mach .75 ]

32’26 MASS action [ Heading 280 Left ]

35’05 Instruction “AF3423, Descend level 100 speed 250kt.”

35’16 MASS action [ Flight Level 100 ]

MASS action [ IAS 250 ]

36’51 MASS action [ Direct to INKAK ]

41’46 MASS action [ Heading 020 ]

43’46 MASS action [ Direct to INKAK ]

The run is ended at an approximate time of 44’10.

8.2.2. AF296BG

This flight has spacing instruction given (Merge) and was performed with three values of tolerance margins: 1NM, 0.5NM and 0.25NM.

Cockpit flight plan: Marseille (MRS) – Paris Orly (ORY) at FL280 with SSR 5301 and the radio frequency set to 118.85.

Target flight plan: LIB118 / Zurich (ZRH) - Orly (ORY).




• DIS history time = 11h22’40 • Ref. time on the audio file = 1h13’00

Callsign: “Air France Bravo Golf”

1:16:50 Instruction “AF BG select target 1457 (Lib118 – id110)”

1:20:13 Instruction “AF BG behind target merge to Okryx to be 8 Nm behind”

1:28:40 Instruction “AF BG descend level 90”

1:36:32 Instruction “AF BG contact approach 124.45 au revoir”

The run is ended at an approximate time of 1h36’40.

8.2.3. AZA356

This flight has spacing instruction given (Merge) and was performed with three values of tolerance margins: 1NM, 0.5NM and 0.25NM.

Cockpit flight plan: Milan Linate (LIN) – Paris CDG (CDG) at FL300 with SSR 0430 and the radio frequency set to 132.10.

Target flight plan: CRX455 / Zurich (ZRH) – Paris Charles De Gaulle (CDG).


• DIS history time = 11h27’40 • Ref. time on the audio file = 1h18’00

Callsign: “Alitalia Three Five Six”

1:22:41 Instruction “AZA356 behind target merge to Inkak to be 8 Nm behind”

1:22:48 Instruction “sorry, AZA356 select target 5123”

1:24:55 Instruction “AZA356 behind target merge to Inkak to be 8 Nm behind”

1:29:51 Instruction “AZA356 descend level 100”

1:34:39 Instruction “AZA356 contact approach 121.15 au revoir”

The run is ended at an approximate time of 1h40’30.

8.2.4. LB026MQ

This flight is a baseline flight without any spacing instruction given.

Cockpit flight plan: Nice (NCE) – Paris Orly (ORY) at FL280 with SSR 0342 and the radio frequency set to 118.85.


• Simulation time = 14h21’37 • DIS history time = 12h48’17 • Ref. time on the audio file = 38’08

Callsign: “Liberté Mike Quebec”



50’25 MASS action [ Heading 010 Right ]

53’24 Instruction “LibMQ proceed OKRIX, descend level 90 speed 290kt.”

53’31 MASS action [ Flight Level 90 ]

53’31 MASS action [ IAS 290 ]

53’36 MASS action [ Direct to OKRIX ]

The run is ended at an approximate time of 59’20.



9. SYSTEM RECORDINGS DEC'02

The MCS produces 2 files: Data file: datalogJJ-MM-AAA-HH-MM.data Action file: actionLogJJ-MM-AAA-HH-MM.data In dataLog file, every second the following data, related to the MCS aircraft are recorded:

Label Meaning

RealTime Real time


CodeSSR MCS SSR code

Callsign Callsign du MCS

dLatitude Latitude of the aircraft, in minutes

dLongitude Longitude of the aircraft, in minutes

dAltitude Altitude of the aircraft from sea level, in feet

dRadioAltitude Altitude of the aircraft from the ground, in feet

dBaroAltitude Barometric Altitude of the aircraft, in feet

dHeading True Heading of the aircraft, in degrees

dTrack True Track of the aircraft, in degrees

dBank Bank Angle of the aircraft, in degrees

dDerive Drift Angle of the aircraft, in degrees (dTrack = dHeading + dDerive)

dAlpha Angle of attack of the aircraft, in degrees

dFpa Flight Path Angle of the aircraft, in degrees

lFlightTime Elapsed time from lift-off, in seconds

dSpeed Speed of the aircraft, expressed in Knots

dMach Speed of the aircraft, expressed in MACH

dVs Vertical Speed of the aircraft, in feet/Minute

dGs Ground Speed of the aircraft, in Knots

dTAS TRUE AIR SPEED of the aircraft, in Knots

dTrend Speed trend, in Knots

dTurnRadius Current turn radius, in NM

dTurnRate Angular Speed of the change in heading, in degrees/second

dPoussee Thrust

dFreqCOM Communication frequency



In ActionLog file, the following data are recorded: Continuous data, every 300ms:

Label Meaning

RealTime Real time


IAS Indicated Air Speed of the aircraft expressed in Knots

GS Ground Speed of the aircraft expressed in Knots

TAS True Air Speed of the aircraft expressed in Knots

Heading True heading of the aircraft, in degrees

V/S Vertical Speed of the aircraft, in feet/Minute

Altitude Altitude of the aircraft from sea level, in feet

CURR_SEP Direct Distance between own aircraft and the target

ATD Along Track distance between own aircraft and the target

REQ_SEP Required spacing Distance

Delta distance Difference between dDistance and REQ_SEP

CR Closure Rate

SUG IAS Suggested IAS expressed in Knots

target GS Ground speed of the target expressed in Knots

target Hdg True heading of the target in degrees

target Lat Latitude of the target

target Long Longitude of the target

target level Altitude of the target in feet

Discrete data: FCU


00:12:12 Action = FCU: Capt Pull Pressure Pressure = 1013 00:12:12 Action = FCU: Capt Turn Pressure Pressure = 1014 00:12:12 Action = FCU: Push Pressure Pressure Capt= 1023 F/O = 101300:12:12 Action = FCU: F/O Turn Pressure Pressure = 1015 00:12:12 Action = FCU: F/O Push Pressure Pressure = 1015 00:12:12 FCU: Unit Baro Capt =1 00:12:12 FCU: Unit Baro Capt =0 00:12:12 FCU: Pushbutton ILS CAPT OFF 00:12:12 FCU: Pushbutton ILS CAPT ON 00:12:12 FCU: Pushbutton Flight Director CAPT ON 00:12:12 FCU: Pushbutton Flight Director CAPT OFF 00:12:12 Action = FCU:Capt Action on Canal Radio 1 Canal Radio 1 = ADF 00:12:12 Action = FCU:Capt Action on Canal Radio 1 Canal Radio 1 = OFF 00:12:12 Action = FCU:Capt Action on Canal Radio 1 Canal Radio 1 = VOR 00:12:12 Action = FCU:Capt Action on Canal Radio 2 Canal Radio 2 = ADF




00:12:12 Action = FCU: Capt Action on Canal Radio 2 Canal Radio 2 = OFF 00:12:12 Action = FCU: Capt Action on Canal Radio 2 Canal Radio 2 = VOR 00:12:12 Action = FCU: Capt Select Mode ND mode ND = PLAN 00:12:12 Action = FCU: Capt Select Mode ND mode ND = ARC 00:12:12 Action = FCU: Capt Select Mode ND mode ND = NAV 00:12:12 Action = FCU: Capt Select Mode ND mode ND = VOR 00:12:12 Action = FCU: Capt Select Mode ND mode ND = ILS 00:12:12 Action = FCU: Capt Defines ND contents Mode display ND = CSTR 00:12:12 Action = FCU: Capt Defines ND contents Mode display ND = WPT 00:12:12 Action = FCU: Capt Defines ND contents Mode display ND = NDB 00:12:12 Action = FCU: Capt Defines ND contents Mode display ND = VORD 00:12:12 Action = FCU: Capt Defines ND contents Mode display ND = ARPT 00:12:12 Action = FCU: Capt Select Range ND range ND = 10 00:12:12 Action = FCU: Capt Select Range ND range ND = 20 00:12:12 Action = FCU: Capt Select Range ND range ND = 40 00:12:12 Action = FCU: Capt Select Range ND range ND = 80 00:12:12 Action = FCU: Capt Select Range ND range ND = 160 00:12:12 Action = FCU: Pull Speed IAS speed = 254 Knot 00:12:12 Action = FCU: Turn Speed IAS speed = 257 Knot 00:12:12 Action = FCU: Pull Heading HEADING = 351 degres 00:12:12 Action = FCU: Push Heading HEADING = 351degres 00:12:12 FCU: Pushbutton LOCalizer OFF 00:12:12 FCU: Pushbutton LOCalizer ON 00:12:12 FCU: Pushbutton Auto Pilot 1 ON 00:12:12 FCU: Pushbutton Auto Pilot 1 OFF 00:12:12 FCU: Pushbutton Auto THRust ON 00:12:12 FCU: Pushbutton Auto THRust OFF 00:12:12 FCU: Pushbutton Auto Pilot 1 ON 00:12:12 FCU: Pushbutton Auto Pilot 2 OFF 00:12:12 FCU: Pushbutton Auto Pilot 2 ON 00:12:12 FCU: Pushbutton Auto Pilot 1 OFF 00:12:12 Action = FCU: Pull Altitude level = 28000 feet 00:12:12 Action = FCU: Push Altitude level = 30000 feet 00:12:12 FCU: Incr Alt = 100 00:12:12 FCU: Incr Alt = 1000 00:12:12 FCU: Pushbutton EXPEDite OFF 00:12:12 FCU: Pushbutton EXPEDite ON 00:12:12 FCU: Pushbutton APPRoach OFF 00:12:12 FCU: Pushbutton APPRoach ON 00:12:12 Action = FCU: Pull Vertical Speed V/S = -900 feet/minutes 00:12:12 Action = FCU: Push Vertical Speed V/S = 0 feet/minutes 00:14:43 Action = FCU: Pull Vertical Speed PFA = 4 degres 00:14:43 Action = FCU: Push Vertical Speed PFA = 0 degres




00:12:12 Action = FCU: F/O Action on Canal Radio 1 Canal Radio 1 = ADF 00:12:12 Action = FCU: F/O Action on Canal Radio 1 Canal Radio 1 = OFF 00:12:12 Action = FCU: F/O Action on Canal Radio 1 Canal Radio 1 = VOR 00:12:12 Action = FCU: F/O Action on Canal Radio 1 Canal Radio 1 = OFF 00:12:12 Action = FCU: F/O Select Range ND Range ND = 10 00:12:12 Action = FCU: F/O Select Range ND Range ND = 20 00:12:12 Action = FCU: F/O Select Range ND Range ND = 40 00:12:12 Action = FCU: F/O Select Range ND Range ND = 80 00:12:12 Action = FCU: F/O Select Range ND Range ND = 160 00:12:12 Action = FCU: F/O Defines ND contents Mode display ND = ARPT 00:12:12 Action = FCU: F/O Defines ND contents Mode display ND = VORD 00:12:12 Action = FCU: F/O Defines ND contents Mode display ND = NDB 00:12:12 Action = FCU: F/O Defines ND contents Mode display ND = WPT 00:12:12 Action = FCU: F/O Defines ND contents Mode display ND = CSTR 00:12:12 Action = FCU: F/O Defines ND contents Mode display ND = OFF 00:12:12 Action = FCU: F/O Action on Canal Radio 2 Canal Radio 2 = ADF 00:12:12 Action = FCU: F/O Action on Canal Radio 2 Canal Radio 2 = OFF 00:12:12 Action = FCU: F/O Action on Canal Radio 2 Canal Radio 2 = VOR 00:12:12 Action = FCU: F/O Action on Canal Radio 2 Canal Radio 2 = OFF 00:12:12 Action = FCU: F/O Select Mode ND Mode ND = NAV 00:12:12 Action = FCU: F/O Select Mode ND Mode ND = VOR 00:12:12 Action = FCU: F/O Select Mode ND Mode ND = ILS 00:12:12 Action = FCU: F/O Select Mode ND Mode ND = ARC 00:12:12 Action = FCU: F/O Select Mode ND Mode ND = PLAN 00:12:12 FCU: Pushbutton ILS F/O OFF 00:12:12 FCU: Pushbutton ILS F/O ON 00:12:12 FCU: Pushbutton ILS F/O OFF 00:12:12 FCU: Pushbutton ILS F/O ON 00:12:12 FCU: Pushbutton Flight Director F/O ON 00:12:12 FCU: Pushbutton Flight Director F/O OFF 00:12:12 FCU: TURN HEADING = 352

Frequency:







MCDU:


00:12:12 Chooses mode ASAS Action MCDU Display for CAPT Page MCDU = ASAS Target 1/2

00:12:12 Inputs an SSR code for the target Action MCDU CAPT Select Target = 2037 00:12:12 Following a target selection, Asas Target 2/2 page is

displayed Action MCDU Display for CAPT Page MCDU = ASAS Target 2/2

00:12:12 Presses INSERT Action MCDU CAPT Press key INSERT 00:12:12 Display of the page Asas Mode Action MCDU Display for CAPT Page MCDU =

ASAS Mode for Target 2037 00:12:12 Presses Merge Action MCDU CAPT Press Key MERGE 00:12:12 Display of the Merge page Action MCDU Display for CAPT Page MCDU =

Merge Behind page 1⁄2 for Target 2037 00:12:12 Input of the wpt Action MCDU CAPT Select Waypoint = ATN for

Target 2037 00:12:12 Input of the distance Action MCDU CAPT Select Distance = 38 for Target

2037 00:12:12 Display of the Merge page with the selected values Action MCDU Display for CAPT Page MCDU =

Merge Behind page 2/2 distance and waypoint selected for Target 2037

00:12:12 Display of the message Action MCDU UNABLE DELEGATION for Target 2037

00:12:12 Input of the distance Action MCDU CAPT Select Distance = 24 00:12:12 Display of the Merge page with the selected values:

the merge is possible Action MCDU Display for CAPT req speed = 455 to Merge to ATN 24 Nm behind target 2037,AO645DP, 28004 feet, 452 knot

00:12:12 Presses insert Action MCDU Display for CAPT Page MCDU = Merge Behind Active for Target 2037

00:12:12 The spacing error is greater than Tolerance_Caution Action MCDU LOSING SEPARATION for Target 2037

00:12:12 The spacing error is greater than à Tolerance_Warning

Action MCDU UNABLE DELEGATION for Target 2037

00:12:12 Presses End deleg Action MCDU CAPT End Delegation for Target 203700:12:12 Display of the page ASAS Mode with deselect

accessible Action MCDU Display for CAPT Page MCDU = ASAS Mode for Target 2037

00:12:12 Presses Deselect Action MCDU CAPT Deselect Target Target 2037 00:12:12 Display of the main menu Action MCDU CAPT Quit mode ASAS 00:12:12 Presses ASAS Action MCDU Display for CAPT Page MCDU =

ASAS Target 1/2 00:12:12 Inputs an SSR code for the target Action MCDU CAPT Select Target = 1234 00:12:12 Following a target selection, Asas Target 2/2 page is


00:12:12 Presses INSERT Action MCDU CAPT Press key INSERT 00:12:12 Display of the page mode ASAS Action MCDU Display for CAPT Page MCDU =

ASAS Mode for Target 1234 00:12:12 Presses ASAS on FO MCDU Action MCDU Display for F/O Page MCDU = ASAS

Mode for Target 1234 00:12:12 Chooses mode remain Action MCDU CAPT Press Key REMAIN




00:12:12 Display of the page Remain for Captain Action MCDU Display for CAPT Page MCDU = Remain Behind page 1⁄2 distance to select for Target 1234

00:12:12 Display of the page Remain for FO Action MCDU Display for F/O Page MCDU = Remain Behind page 1⁄2 distance to select for Target 1234

00:12:12 Inputs a distance Action MCDU CAPT Select Distance = 38 for Target 1234

00:12:12 Display when Remain behind possible for CAPT Action MCDU Display for CAPT Page MCDU = Remain Behind page 2/2 distance selected for Target 1234

00:12:12 Display when Remain behind possible for FO Action MCDU Display for F/O Page MCDU = Remain Behind page 2/2 distance selected for Target 1234

00:12:12 Presses insert Action MCDU Display for CAPT req speed = 454 to Remain 38 Nm behind target 1234,AF001BL , 24006 feet,425 knot

00:12:12 Display Remain active page for CAPT Action MCDU Display for CAPT Page MCDU = Remain Behind Active for Target 1234

00:12:12 Display Remain active page for FO Action MCDU Display for F/O Page MCDU = Remain Behind Active for Target 1234

00:12:12 Presses End deleg Action MCDU CAPT End Delegation for Target 123400:12:12 Display of the page ASAS mode with active deselect Action MCDU Display for CAPT Page MCDU =

ASAS Mode for Target 1234 00:12:12 Idem for FO Action MCDU Display for F/O Page MCDU = ASAS

Mode for Target 1234 00:12:12 Presses Deselect Action MCDU CAPT Deselect Target 1234 00:12:12 Display of the main menu Action MCDU CAPT Quit mode ASAS 00:12:12 Display of the main menu for FO Action MCDU F/O Quit mode ASAS 00:12:12 Chooses ASAS Action MCDU Display for CAPT Page MCDU =

ASAS Target 1/2 00:12:12 Inputs an SSR code for the target Action MCDU CAPT Select Target = 2210 00:12:12 Following a target selection, Asas Target 2/2 page is


00:12:12 Presses INSERT Action MCDU CAPT Press key INSERT 00:12:12 Display of the page ASAS mode Action MCDU Display for CAPT Page MCDU =

ASAS Mode for Target 2210 00:12:12 Presses return Action MCDU CAPT Press RETURN from ASAS

Mode 00:12:12 Display of the target page Action MCDU Display for CAPT Page MCDU =

ASAS Target 00:12:12 Presses return Action MCDU CAPT Press RETURN from ASAS

Target 00:12:12 Display of the main menu Action MCDU CAPT Quit mode ASAS 00:12:12 Presses on « Dir To » key during mode ASAS Action MCDU F/O Quit mode ASAS for page DIR TO00:12:12 Presses on « PROG » key during mode ASAS Action MCDU F/O Quit mode ASAS for page PROG 00:12:12 Presses on « PERF » key during mode ASAS Action MCDU F/O Quit mode ASAS for page PERF

CRUISE 00:12:12 Presses on « DATA » key during mode ASAS Action MCDU F/O Quit mode ASAS for page DATA 00:12:12 Presses on « F-PLAN » key during mode ASAS Action MCDU F/O Quit mode ASAS for page FLIGHT

PLAN 00:12:12 Presses on « RAD NAV » key during mode ASAS Action MCDU F/O Quit mode ASAS for page RADIO




NAV 00:12:12 Presses on « FUEL PRED » key during mode ASAS Action MCDU F/O Quit mode ASAS for page FUEL

PREDICTION 00:12:12 Presses on « SEC F-PLN » key during mode ASAS Action MCDU F/O Quit mode ASAS for page SEC

INDEX 00:12:12 Presses on « AIRPORT » key during mode ASAS Action MCDU F/O Quit mode ASAS for page

FLIGHT PLAN 00:12:12 Input of an erroneous distance Action MCDU CAPT Select Distance = -56 for Target

1234 00:12:12 Message displayed Action MCDU CAPT FORMAT ERROR = -56 00:12:12 Input of an erroneous waypoint Action MCDU CAPT Select Waypoint = KLM for

Target 2037 00:12:12 Message displayed Action MCDU CAPT INVALID WAYPOINT = KLM 00:12:12 Input of an erroneous SSR code Action MCDU CAPT INVALID SSR CODE = 20 00:12:12 Message displayed Action MCDU message prepare DIRECT TO 00:12:12 Message displayed Action MCDU message DIRECT TO

00 :12 :12 Message displayed Action MCDU message STABILISE SPEED 00 :12 :12 Message displayed Action MCDU message LOSING TARGET

Speed break position:

Simul Time Action Label 00:12:12 Selection of Ret Speed Break position = 0 00:12:12 Selection of 1/4 Speed Break position = 1 00:12:12 Selection of 1/2 Speed Break position = 2 00:12:12 Selection of 3/4 Speed Break position = 3 00:12:12 Selection of FULL Speed Break position =4

Throttle:

Simul Time Action Label 00:12:12 Selection of IDDLE Throttle position = 0 00:12:13 Selection of CLIMB Throttle position = 1 00:12:14 Selection of FLEX MGT Throttle position = 2 00:12:15 Selection of TO GA Throttle position = 3

Flaps:

Simul Time Action Label 00:12:12 Selection of 0 Slats Flaps position = 0 00:12:13 Selection of 1 Slats Flaps position = 1 00:12:14 Selection of 2 Slats Flaps position = 2 00:12:15 Selection of 3 Slats Flaps position = 3 00:12:16 Selection of 4, 5, or FULL Slats Flaps position =4



Engines:

Simul Time Action Label 00:12:12 OFF Engine main position = 0 00:12:13 ON Engine main position = 1

Landing gear:

Simul Time Action Label 00:12:12 UP Landing gear position = 0 00:12:13 DOWN Landing gear position = 1

Specific data, recorded every 300ms have been added to support the eye tracker data collection:

Target information:

Label Meaning

Real Time Time of the computer system

Simul Time Simulation time

Side CAPT ou F/0 Side CAPT = left side; side F/O = right side

Intruder lat Latitude of the target in minute

Intruder longitude Longitude of the target in minute

X X Coordinate of the target

Y Y Coordinate of the target

TCAS traffic:

Label Meaning

Real Time Time of the computer system

Simul Time Simulation time

CAPT ou F/0 Side CAPT = left side; side F/O = right side

X X Coordinate of the TCAS aircraft

Y Y Coordinate of the TCAS aircraft



10. LIST OF MEASUREMENTS DEC’02

Day Actual run nb Condition PF PNF Eye

tracker Nasa (S, L) EntryQ FinalQ Logs

1 No G R S 2 1 R G S 3 0.5 G R X S 4 0.25 G R X S 5 0.25 R G S

05/12/02

6 No R G S

2 2 6

1 1 G C S 2 0.5 G C S 3 No C G S 4 0.25 C G X S 5 0.5 C G S

06/12/02

6 No G C X S

2 2 6

1 No Y M S 2 1 M Y L 3 0.5 M Y S 4 0.25 Y M L 5 No M Y S 6 0.5 Y M L 7 1 Y M S

09/02/02

8 0.25 M Y L

2 2 8

1 No O R S 2 0.5 R O S 3 0.25 O R S 4 0.25 R O S 5 0.5 O R S

10/12/02

6 No R O S

2 2 6

1 No B K S 2 1 K B L 3 0.5 K B S 4 0.25 B K L 5 No K B S 6 0.5 B K L 7 1 B K S

12/12/02

8 0.25 K B L

2 2 8

1 No I D S 2 1 D I L 3 0.5 D I S 4 0.25 I D L 5 0.5 I D S 6 1 I D L 7 No D I S

18/12/02

8 0.25 D I L

2 2 7



11. PHASES DURATION DEC'02 Phases duration

Scenario Tolerance margins (NM) Run Merge phase

(sec.) Remain phase

(sec.) Both phases

(sec.)

09/12/02 12:22 595 390 985

12/12/02 12:35 603 397 1000

18/12/02 12:20 624 407 1031 0.25

13/01/03 14:11 613 413 1026

06/12/02 14:48 616 369 985

09/12/02 14:32 613 413 1026

10/12/02 14:26 623 400 1023

12/12/02 14:38 600 399 999

18/12/02 13:58 610 483 1093

0.5

13/01/03 12:16 604 441 1045

05/12/02 12:37 618 425 1043

06/12/02 10:42 620 346 966

09/12/02 11:05 531 367 898

12/12/02 11:21 593 388 981

LFPO

1

18/12/02 11:09 615 383 998

05/12/02 16:33 679 243 922

06/12/02 14:19 689 201 890

09/12/02 15:29 658 215 873

12/12/02 13:48 689 216 905

0.25

12/12/02 15:21 676 232 908

05/12/02 14:34 679 229 908

06/12/02 11:26 679 199 878

09/12/02 11:36 662 211 873

10/12/02 12:50 666 211 877

12/12/02 11:50 668 249 917

0.5

18/12/02 11:42 669 338 1007

09/12/02 15:01 653 217 870

12/12/02 15:10 672 232 904

18/12/02 14:36 679 247 926

LFPG

1

13/01/03 13:41 666 208 874



12. QUESTIONNAIRES DEC'02

12.1. BLANK ENTRY QUESTIONNAIRE

Name: Date: ___/___/___

When making your ratings, please consider all levels of the scale. You are encouraged to write any additional comments you feel important.

Background

8. What is your age in years? ____ years

9. How long have you been a pilot _________flight hours ____ years

10. What types of aircraft are you rated in?

11. How long have you been flying A 320? _________flight hours ____ years

12. What is your current function? Captain Co-pilot Other:

Please briefly describe your pilot experience:

13. Please circle the number that best describes your motivation to participate in this study.

notmotivated 1 2 3 4 extremely

motivated

14. Had you ever heard before about "delegation of separation"?

Yes No



Please, indicate how much you agree/disagree with the following statements

strongly disagree 1 2 3 4 strongly

agree

Delegating separation assurance to aircraft might be dangerous 1 2 3 4

There are some benefits of delegation 1 2 3 4

Air traffic should always remain under controllers' responsibility 1 2 3 4

Delegation can reduce the pilot workload 1 2 3 4

Delegation can increase my monitoring effort 1 2 3 4

Delegating spacing task to aircrew will increase safety 1 2 3 4

Delegating spacing task to aircrew will impair capacity and efficiency 1 2 3 4

Additional comments: _________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________



12.2. BLANK POST-RUN QUESTIONNAIRE

Subject: Date: Run #

Exercise: Function: PF / PNF Time:

NASA TLX RATING SHEET

INSTRUCTIONS: On each scale, place a mark that represents the magnitude of that factor in the task you just performed.

MENTAL DEMAND

Description

Please indicate, with a cross on the vertical line, how much mental effort it cost to do your work in the run.

150

140

130

120

110

100

90

80

70

60

50

40

30

20

10

0

costing lots and lots of effort

costing very much effort

costing much effort

fairly effortful

rather effortful

costing some effort

costing a little effort

hardly effortful

costing no effort



PHYSICAL DEMAND

Description How much physical activity was required (e.g., pushing, pulling, turning, controlling, activating, etc.)? Was the task easy or demanding, slow or brisk, slack or strenuous, restful or laborious?

LOW HIGH

TEMPORAL DEMAND

Description How much time pressure did you feel due to the rate or pace at which the tasks or task elements occurred? Was the pace slow and leisurely or rapid and frantic?

LOW HIGH

PERFORMANCE

Description How successful do you think you were in accomplishing the goals of the task set by the experimenter (or yourself)? How satisfied were you with your performance in accomplishing these goals?

FAILURE PERFECT

EFFORT

Description How hard did you have to work (mentally and physically) to accomplish you level of performance?

LOW HIGH

FRUSTRATION

Description How insecure, discouraged, irritated, stressed and annoyed versus secure, gratified, content, relaxed and complacent did you feel during the task?

LOW HIGH



12.3. BLANK FINAL QUESTIONNAIRE

Name: _________ Date: ___ / 12 / 02

You have taken part in a 1 day simulation, investigating the issue of delegating the spacing task from controllers to pilots. The objective of the present questionnaire is to collect your final feedback on the simulation and on the concept itself. The following items tend to cover most of the issues that we identified as important. Please answer the following questions, providing as much comments as possible. Do not hesitate to add additional comments if you feel some items are still missing.

Thank you for your collaboration.


1. How would you rate the quality of the working environment? Very low / Low / High / Very high (devices, displays, R/T communications)

2. How would you qualify the overall simulation realism? Realistic / Unrealistic

Comments and suggestions: _______________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

Concept acceptability

3. The phraseology was Very clear / Generally understandable / Slightly ambiguous / Very ambiguous

General comments and suggestions about phraseology:__________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

4. Did you feel the delegation procedures were:

a) Easy to understand Not at all / Not really / Quite / Totally

b) Logical Not at all / Not really / Quite / Totally

c) Easy to learn and remember Not at all / Not really / Quite / Totally

d) Easy to implement Not at all / Not really / Quite / Totally

e) Adapted to flight crews Not at all / Not really / Quite / Totally

Comments and suggestion: ________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________




5. What support did you use to perform the following tasks (multiple choice possible)?

Task Actions Support used

(e.g. ND, MCDU,…)

Comments

Target selection

Target visualisation

Target identification

Situation understanding

Delegation mode selection

Constraint input

Situation understanding

Feasibility assessment

Spacing adjustment

Delegation instruction

Spacing monitoring

Comments and suggestion: ________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________




6. In general, minimum effort was required to understand displayed information Strongly Agree / Agree / Disagree / Strongly Disagree

7. The important information and functions required to maintain the spacing are easy to find

Strongly Agree / Agree / Disagree / Strongly Disagree

8. Display clutter was a problem Strongly Agree / Agree / Disagree / Strongly Disagree 9. Information displayed and interaction

with devices (MCDU, ND) are consistent with current flight deck standards


10. I encountered problems in learning how to use and how to interact with the MCDU pages


11. The cues provided by the system (required speed, spacing trend, …) were:

A - Useful B - Easy to understand C - Sufficient

Not at all / Not really / Quite / Very Not at all / Not really / Quite / Very Not at all / Not really / Quite / Very

12. Some terms and acronyms were difficult to understand Strongly Agree / Agree / Disagree / Strongly Disagree


13. What are the most essential information on

ND: __________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

MCDU: ________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

14. What information / support are you missing? ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________



15. Assess the relevance of each item displayed on the ND.

Suggested IAS, advises and warnings

Spacing scale (spacing current/required/ trend, closure rate, caution/warning zones)

Target

Predicted spacing acquisition




Impact Analysis

Workload

16. Compared to today situations, how would you rate your overall mental effort in the cockpit:

PF Much lower / Lower / Higher / Much higher

PNF Much lower / Lower / Higher / Much higher

17. The workload (including speed/heading changes)

PF Strongly Agree / Agree / Disagree / Strongly Disagree a) to acquire spacing was acceptable

PNF Strongly Agree / Agree / Disagree / Strongly Disagree

PF Strongly Agree / Agree / Disagree / Strongly Disagree b) to maintain spacing was acceptable

PNF Strongly Agree / Agree / Disagree / Strongly Disagree


Communications and interactions

18. Compared to situations without delegation, how would you describe your communications:

Less frequent / Same / More frequent a) with controllers Shorter / Same / Longer

Less frequent / Same / More frequent b) in the cockpit Shorter / Same / Longer

19. As a consequence, how was your communication load with delegation?

PF Much lower / Lower / Higher / Much higher

PNF Much lower / Lower / Higher / Much higher




Monitoring tasks

PF Yes / No 20. Do you feel delegation modified your scanning pattern in the cockpit PNF Yes / No

PF Scan content / Scan frequency / Both 21. If yes, is it in terms of PNF Scan content / Scan frequency / Both

PF Never / Sometimes / Often / Always a) Less frequent

PNF Never / Sometimes / Often / Always

PF Never / Sometimes / Often / Always b) Used to gather more information

PNF Never / Sometimes / Often / Always

PF Never / Sometimes / Often / Always

22. Was your scanning

c) Focused on specific items Which ones? ___________ PNF Never / Sometimes / Often / Always

23. As a consequence, do you feel your monitoring effort with delegation was

PF Reduced / Similar / Increased

PNF Reduced / Similar / Increased

Comments and suggestions: ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

Situation awareness

24. Compared to today situations, how would you rate your situation awareness:

PF Better / Same / Worst

PNF Better / Same / Worst

Comments and suggestions: _______________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________



25. Compared to situations without delegation, how was your awareness of:

PF Better / Same / Worst a) Your flight parameters in general PNF Better / Same / Worst PF Better / Same / Worst b) Your position in traffic PNF Better / Same / Worst PF Better / Same / Worst c) The surrounding traffic PNF Better / Same / Worst PF Better / Same / Worst d) Evolution of the situation PNF Better / Same / Worst


Flight activity

26. Was the delegation compatible with:

a) Normal working method Not at all / Not really / Quite / Very

PF Not at all / Not really / Quite / Very b) Usual tasks in general PNF Not at all / Not really / Quite / Very

PF Not at all / Not really / Quite / Very c) Monitoring tasks

PNF Not at all / Not really / Quite / Very

27. Does delegation modify

a) The planning and the management of the flight Yes / No

b) The number of actions Yes / No

PF Yes / No c) The head down time

PNF Yes / No




Efficiency

28. According to you, did the delegation lead to:

PF Never / Sometimes / Often / Always a) Better anticipation and planning of actions PNF Never / Sometimes / Often / Always PF Never / Sometimes / Often / Always b) More complex tasks PNF Never / Sometimes / Often / Always PF Never / Sometimes / Often / Always c) Smoother flight profiles PNF Never / Sometimes / Often / Always PF Never / Sometimes / Often / Always PNF Never / Sometimes / Often / Always d) Reduced intervals between aircraft PNF Never / Sometimes / Often / Always


29. Is the flight crew in a position to maintain accurate spacing? Yes / No

30. How would you rate the ability to respect the following tolerance margins?

a) 1NM Very difficult / Difficult / Easy / Very easy b) 0.5NM Very difficult / Difficult / Easy / Very easy c) 0.25NM Very difficult / Difficult / Easy / Very easy


Safety

31. Did you identify possible benefits of delegation in terms of safety? Yes / No

If yes, which ones? _______________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________



32. With delegation, would you say the risks of errors Decrease / Increase / Do not change

33. Does delegation introduce new risks? Yes / No

If yes, which ones? _______________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

34. Errors induced by delegation could be:

a) Frequent Not at all / Not really / Quite / Very

b) Hazardous Not at all / Not really / Quite / Very

c) Easy to detect Not at all / Not really / Quite / Very

d) Easy to recover Not at all / Not really / Quite / Very

35. With delegation, do you need additional support for:

• Error detection (e.g. loss of spacing)? Yes / No

• Error recovery? Yes / No


Concept Assessment

36. How would you rate your understanding of this new concept?

Completely understood / Mostly understood / Slightly understood / Not understood




37. Did any aspect bother you?____________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

38. Which aspect - if any - do you consider the most difficult to handle? (please order if more than 1 choice):

Identification of target / feasibility assessment / implementation / monitoring / other Comments and suggestions: ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

39. Would you describe delegation as: A workload reduction / A stimulant / A concern

40. How did you consider the way you worked with delegation? Satisfying / Frustrating / Other


41. Is the concept of delegation

A. usable Not at all / Partially / Generally / Totally B. useful Not at all / Partially / Generally / Totally

C. acceptable Not at all / Partially / Generally / Totally


42. Do you think delegation could benefit from additional tools

(e.g. data link) Not at all / Partially / Generally / Totally Comments and suggestions: ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________



43. Could this method increase:

a) Safety Not at all / Quite / Significantly / Very significantly b) Capacity Not at all / Quite / Significantly / Very significantly c) Efficiency Not at all / Quite / Significantly / Very significantly


44. What is your overall feeling about the method and the simulation?

______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________

45. If you were to come back, what evolutions would you like to see?

______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________ ______________________________________________________________________________



12.4. SYNTHESIS OF THE FINAL QUESTIONNAIRE

Note: Comments made by a Boeing test pilot have not been taken into account.


The working environment (devices, displays, R/T communications) is highly rated by pilots (only 2 pilots out of 14 gave a low rate).

The overall simulation realism is highly rated by pilots as well (only 3 pilots out of 14 gave a low rate). The positive points are:

• the realism of R/T communications,

• the realism of sound environment.

The main reason why the simulation realism is rated poorly by 3 pilots is the fact that there is no full flight simulator (sound, force). Other aspects of the simulation are also mentioned:

• The fact that there is no interphone for realistic crew communication so that PNF receives ATIS without disturbing PF.

• The fact that the R/T environment is not heavy enough (at least, in some runs).

• The use of callsigns different from those pilots are familiar with.

Concept acceptability:

The phraseology is considered either « very clear » (8 pilots) or « generally understandable » (6 pilots). Two changes are proposed:

• the use of « Correct » instead of « Roger » by controllers after the target identification by pilots for it is stronger and more positive;

• the removal of the « behind target » phrase in the « Merge » instruction because it conveys no information and the instruction would become more coherent with the pilot’s readback.

For all pilots, the delegation procedures are totally or quite easy to understand, implement, learn and remember. They are also totally or quite logical and adapted to flight crews (except for 2 pilots).

Six pilots highly recommend the automation of speed monitoring during the delegation tasks or once the required spacing has been achieved.

Delegation Task Analysis (supports used to perform delegation tasks)

Target identification

To select target, the supports used are the MCDU (13 pilots) and the ND (5 pilots).

To visualise target, the support used is the ND (all pilots).

To understand the situation, the supports used are the ND (all pilots) and the MCDU (2 pilots).



Delegation instruction

To select delegation mode, the supports used are the MCDU (13 pilots) and the ND (1 pilot).

To input constraint, the supports used are the MCDU (13 pilots) and the ND (2 pilots).

To understand the situation, the supports used are the ND (all pilots) the MCDU (5 pilots).

To assess feasibility, the supports used are the ND (all pilots), the MCDU (2 pilots) and the PFD (1 pilot).

To adjust spacing, the supports used are the ND (all pilots), the MCDU (2 pilots), the PFD (1 pilot) and the FCU (1 pilot).

To monitor spacing, the supports used are the ND (all pilots) and the PFD (1 pilot).


In general, minimum effort is required to understand displayed information (except for 2 pilots).

The important information and functions required to maintain the spacing are easy to find for all pilots.

Display clutter is not a problem (except for 1 pilot).

Information displayed and interaction with devices (MCDU, ND) are consistent with current flight deck standards (except for 3 pilots including 1 pilot who thinks that the cancellation of delegation procedure on the MCDU is not consistent with current flight deck standards).

No problem is encountered in learning how to use and how to interact with the MCDU pages.

The cues provided by the system (required speed, spacing trend,…) are quite or very useful, easy to understand and sufficient. Terms and acronyms are easy to understand as well.

The most essential information on the ND

1. Suggested IAS

2. Spacing value

3. Spacing scale

4. Spacing trend

5. Representation of the target

6. Closure rate

Contradictory comments are made about the suggested IAS. On the one hand, it is an important information as it prevents from too frequent manipulation of the speed knob on the FCU and, on the other hand, it is too sensitive as the pilot had to constantly play with the speed.

3 pilots (out of 14) encounter problems with the spacing scale and spacing trend (not very intuitive, symbology not appropriate, not easy to understand).



The most essential information on the MCDU

1. Target callsign, Target G/S

2. SUG_IAS

3. Target SSR Code, Target selection, Target position, Spacing value, Required spacing, Required speed before engaging the mode, Time to obtain spacing for SUG_IAS, Time to obtain spacing for current speed, Feasibility of the merge, Validation of mode changes, Application mode selection.

The missing information / support:

• Messages for speed monitoring (accelerate, decelerate) or at least the display of these messages after « caution losing spacing ».

• Aural signal when out of spacing or when the spacing changes significantly. • Warning of a significant change in target speed. • Target speed on the ND. • Display of the selected speed of the target. • Display of the time separation. • Simplification of the « Merge » procedure (DIR TO followed by MERGE) : a shortcut from

LATERAL REVISION page to MERGE page or vice versa. • Automation of spacing keeping.

Relevance of each item displayed on the ND

Suggested IAS: Very useful information but it should be located at another place because advisories may be easily missed and this line is used a lot by other systems. One pilot thinks its value is too sensitive.

Spacing scale: Important, necessary, well located information but some design details should be reviewed such as representation of the red zone, flickering of the closure rate at low values, font size positionning, utility of the closure rate value, color of the trend arrow.

Target: Important, good definition but the target altitude interferes with the target symbol and the target representation should be different from the TCAS traffic.

Predicted spacing: No clear trend among pilots:

• 8 pilots think that that symbol is very useful (useful to evaluate the feasibility of the delegation, nice to see the position where the spacing will be acquired when the IAS has changed).

• 5 pilots do not use this symbol (not very steady).



Impact Analysis:

Workload

Compared to today situations, the overall mental effort in the cockpit is rated “higher” (“much higher” for 2 pilots) at the PF position. At the PNF, it is rated “higher” by 12 pilots and “lower” by 3 pilots.

Nevertheless, the workload (including speed/heading changes) to acquire and maintain spacing is acceptable at both PF and PNF positions (at the most, only 3 pilots disagreed).

In general, too much time is spent monitoring the spacing especially when the target reduces to 250kts. One pilot suggested that delegation may be too demanding at the end of cruise and during the descent.

Communications and interactions

Compared to situation without delegation, communications with controllers are less frequent and either shorter or as long as.

There is no conscensus about communications in the cockpit: less frequent for 3 pilots, as frequent as for 5 pilots, more frequent for 6 pilots. The longer was the same for 8 pilots and 4 pilots thought the communications were shorter.

Generally, the communication load is lower at both PF and PNF position (higher for 3 pilots only).

Monitoring tasks

For most pilots, the scanning pattern is modified in terms of frequency and content at both PF and PNF positions:

• It was always as or more frequent at the PF position (for 7 pilots) and at the PNF position (for 5 pilots).

• It was sometimes as or more frequent at the PF position (for 6 pilots) and at the PNF position (for 8 pilots).

• It was often used to gather more information and to focus on specific items:

1. SUG_IAS 2. Spacing scale, Spacing value 3. Spacing, IAS 4. Closure rate

As a consequence, the monitoring effort with delegation is increased at both PF and PNF position (reduced for 2 pilots).

The reasons given by the pilots are:

• Novelty of the delegation task (with more training, workload will decrease). • Too much attention paid to the target especially during the recovery of a loss of spacing

(0.25NM Tolerance margin). • Monitoring spacing task too « important ».



Situation awareness

Compared to today situations, the situation awareness is better for the majority of pilots (8 out of 14) at both PF and PNF positions. The remaining pilots rate the situation awareness as the same as without delegation.

Compared to situations without delegation, the awareness of:

• Position in traffic is better at both PF and PNF positions, • Evolution of the situation is better for 9 pilots or the same for 4 pilots.

Pilots do not agree to each other on the awareness of the flight parameters:

• Better for 6 pilots at PF position and 7 pilots at the PNF position, • Same for 6 pilots at PF position and 5 pilots at the PNF position, • Worse for 4 pilots at PF position and 3 pilots at the PNF position.

They do not agree either on the awareness of the surrounding traffic (better for 7 pilots, same for 5 and worse for 3 at both positions).

The overall feeling is that too much attention was paid to the target to the detriment of other traffics.

Flight activity

The delegation was quite compatible with:

• Normal working method, • Usual PF and PNF tasks, • PF and PNF monitoring tasks.

According to pilots, delegation modifies:

• The planning and management of flight, • The number of actions, • PF and PNF head down time.

More particularly, delegation modifies the use of the FCU (increase), the descent strategy, the head down time (increase) to monitor the ND scale.

Efficiency

The delegation leads to:

• Better anticipation and planning of actions for both positions (sometimes for 8 pilots, often for 4 pilots).

• More complex tasks for the majority of pilots at both positions (sometimes or often).

• Smoother flight profiles for the majority of pilots (except for 3 pilots, 1 pilot suggests that the descent phase may not be as smooth).

• Reduced intervals between aircraft (except for 1 pilot).

• All pilots think that they are in a position to maintain accurate spacing:

• Very easily (10 pilots) or easily (4 pilots) for 1NM tolerance margins.



• Easily (8 pilots) or very easily (6 pilots) for 0,5NM Tolerance margin.

• Easily (8 pilots) or with some difficulties (4 pilots) for 0,25 Tolerance margin.

One pilot adds that the difficulty increases with significant speed changes of the target.

Safety

The majority of pilots (9 against 5) identifies possible benefits of delegation in terms of safety such as:

• Better ability to watch the traffic (better space awareness), • Increase of availability due to the decrease of communications, • A more regular spacing on ILS, • In case of communication failure, the following of the target until landing is safe and

simple. The main drawbacks are the increase in attention, and a poor scanning due to manual speed adjustments to achieve spacing.

With delegation, the risk of errors does not change (for 6 pilots) or decreases (for 4 pilots). But half of the pilots thinks that it introduces new risks:

• Too much focus on the spacing task may lead to forget important flying tasks during busy approach phase or to decrease the monitoring of standard flight parameters.

• To forget the spacing tasks if a long time is spent before speed adjustments.

Errors induced by delegation are not likely to be neither frequent nor hazardous and could be quite easy to detect and recover.

A small majority needs additional support for error detection (8 pilots) and half of the pilots needs additional support for error recovery.

• Detection: Aural signal to detect loss of spacing, • Recovery: Messages indicating the type of actions to do to recover (e.g. « increase

speed » and « decrease speed » on the ND, PFD or scratch pad of the MCDU).

Concept Assessment

All pilots understand the concept of spacing delegation (“completely” for 8 pilots and “mostly” for 3).

Nevertheless, 6 pilots are bothered by the following points:

• The symbology of the spacing scale.

• The fact that there is no time-based spacing (it may be better to increase the traffic flow).

• The fact that there is no suggested IAS on the PFD (it could improve scan flow during feasibility assessment as there is no need for frequent scan between ND and PFD).

• Too much time spent monitoring spacing rather than performing flying tasks (especially when the target reduces speed to 250kts, the spacing is easily lost if it is not constantly monitored).

• The inappropriate delegation validation message given between the delegation instruction and the delegation feasibility assessment: the pilot may not be able to achieve delegation and to inform controller because of dense traffic.



• The fact that « Merge To » does not always imply a previous « Dir To » (e.g., merge on an arrival trajectory).

• The inappropriate advised strategy: « acquire faster as possible then maintain » is better since it demands less resources.

Monitoring is the part of the spacing delegation task the most difficult to handle because it is not automated.

Delegation is described as a satisfying stimulant because it is motivating and it offers interesting possibility.

The concept of delegation is considered “generally” or “totally” usable (respectively 9 and 4 pilots), useful (respectively 10 and 4 pilots) and acceptable (respectively 7 and 5 pilots) but:

• Speed adjustments increase a lot PF workload, • It should be linked to the automatic pilot, • It should be tested in higher workload situations, • One should assess whether transitions from one phase to the other are acceptable.

Delegation could “generally” or “totally” (respectively 5 and 6 pilots) benefit from additional tools (e.g. data link).

Pilots think that this method could “quite” increase safety (7 against 5 “significantly”) and significantly improve capacity and efficiency.

Overall feeling about simulation:

• Much more realistic than in May 2002. (why not adding a failure ?), • One pilot does not understand why there were runs without delegation, • Very good to understand and estimate the impact of this new concept in a standard

environment, • Traffic radio very similar to a real flight, • Use of the own call sign, • Run always finished before FAF so easy to perform the job.

Overall feeling about method:

• Task allocation: MCDU used by PF instead of PNF.

• Target speed maintained during the descent below FL100 (prevents from a loss of spacing when the target slows down unannounced - if its speed is dictated by the STAR then speed reductions could be anticipated better, however, these are often cancelled at less busy times - indeed maintaining high speed can assist ATC in separation).

• Issue of the transition from one phase to another.

• From cruise to descent, one should think about introducing vertical spacing to allow aircraft to be closer that X NM behind (he might be 2 or 3 thousand feet higher). This would allow smoother transition to the next phase, when spacing would be lower.

If they were to come back, the evolutions they would like to see are:

Expected evolutions of the experimental setting

• Increase of wages (2 pilots), • Ponctuality, • Fiability.



Expected evolutions of the simulation

• Full flight simulator Full flight simulator.

Expected evolutions of the method

• Automation of speed adjustments, • Assessment in high workload situations, • Assessment with bad weather, • Assessment from cruise to approach, • Provision of time-based separation.

Expected evolutions of the Human-Machine Interface

• Copy of MCDU messages on PFD, • Aural signal when loss of spacing, • Attention getter, • SUG_IAS taller.



13. FLIGHT PROFILE (SPEED, CR, SPACING AND ALTITUDE) DEC'02

Flight profile is presented for each measured run in the delegation condition (0.25NM, 0.5NM and 1NM Tolerance Margins).

A flight profile shows the temporal distribution of 4 dependent variables: speed, closure rate, spacing and altitude. It starts at the validation of the spacing instruction (INSERT key pressed) and ends at the stabilisation of the situation. It is divided into three phases: acquisition, maintain and remain. The x-axis represents time in second with the origin at the beginning of the remain phase.

First graph: Spacing instructed aircraft IAS (suggested IAS, selected IAS and current IAS).

Second graph: Closure rate.

Third graph: Spacing

Fourth graph: Spacing instructed aircraft and target altitude.



180

200

220

240

260

280

300

320

340-6

18-5

91-5

59

-527

-494

-464

-432

-400

-366

-333

-303

-271

-239

-207

-176

-144

-110 -77

-44

-10 23 55 88 120

153

185

218

250

282

313

344

Time (sec.)

IAS

(kt)

Selected IAS Current IAS Suggested IAS

-60-50-40-30-20-10

010203040506070

-618

-591

-558

-526

-493

-462

-430

-397

-363

-330

-300

-267

-235

-203

-172

-140

-105 -7

1

-38 -4 29 62 95 128

160

193

227

259

291

321

Time (sec.)

Clo

sure

rate

(NM

)

7.0

8.0

9.0

-618

-591

-559

-527

-494

-464

-432

-400

-366

-333

-303

-271

-239

-207

-176

-144

-110 -77

-44

-10 23 55 88 120

153

185

218

250

282

313

344

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-618

-591

-559

-527

-494

-464

-432

-400

-366

-333

-303

-271

-239

-207

-176

-144

-110 -77

-44

-10 23 55 88 120

153

185

218

250

282

313

344

Time (sec.)

Alti

tude

(ft)

Spacing instructed aircraft Target aircraft

Maintain RemainAcquisition

05-12-2002-12:37 1NM LFPO (20 speed adjustments)

Targetdescent

Owndescent

Target speedreduction

180

200

220

240

260

280

300

320

340-6

18-5

91-5

59

-527

-494

-464

-432

-400

-366

-333

-303

-271

-239

-207

-176

-144

-110 -77

-44

-10 23 55 88 120

153

185

218

250

282

313

344

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-618

-591

-558

-526

-493

-462

-430

-397

-363

-330

-300

-267

-235

-203

-172

-140

-105 -7

1

-38 -4 29 62 95 128

160

193

227

259

291

321

Time (sec.)

Clo

sure

rate

(NM

)

7.0

8.0

9.0

-618

-591

-559

-527

-494

-464

-432

-400

-366

-333

-303

-271

-239

-207

-176

-144

-110 -77

-44

-10 23 55 88 120

153

185

218

250

282

313

344

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-618

-591

-559

-527

-494

-464

-432

-400

-366

-333

-303

-271

-239

-207

-176

-144

-110 -77

-44

-10 23 55 88 120

153

185

218

250

282

313

344

Time (sec.)

Alti

tude

(ft)




Targetdescent

Owndescent




180

200

220

240

260

280

300

320

340

-679

-653

-623

-595

-564

-534

-503

-473

-442

-410

-379

-348

-316

-284

-253

-222

-192

-162

-131

-100 -70

-40

-12 19 49 80 110

136

166

197

228

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-679

-653

-623

-595

-564

-534

-503

-473

-442

-410

-379

-348

-316

-284

-253

-222

-192

-162

-131

-100 -70

-40

-12 19 49 80 110

136

166

197

228

Time (sec.)

Clo

sure

rate

(NM

)

7.0

8.0

9.0

-679

-653

-623

-595

-564

-534

-503

-473

-442

-410

-379

-348

-316

-284

-253

-222

-192

-162

-131

-100 -7

0

-40

-12 19 49 80 110

136

166

197

228

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-679

-653

-623

-595

-564

-534

-503

-473

-442

-410

-379

-348

-316

-284

-253

-222

-192

-162

-131

-100 -7

0

-40

-12 19 49 80 110

136

166

197

228

Time (sec.)

Alti

tude

(ft)



05-12-2002-14:34 0.5NM LFPG (23 speed adjustments)

Targetdescent

Owndescent


180

200

220

240

260

280

300

320

340

-679

-653

-623

-595

-564

-534

-503

-473

-442

-410

-379

-348

-316

-284

-253

-222

-192

-162

-131

-100 -70

-40

-12 19 49 80 110

136

166

197

228

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-679

-653

-623

-595

-564

-534

-503

-473

-442

-410

-379

-348

-316

-284

-253

-222

-192

-162

-131

-100 -70

-40

-12 19 49 80 110

136

166

197

228

Time (sec.)

Clo

sure

rate

(NM

)

7.0

8.0

9.0

-679

-653

-623

-595

-564

-534

-503

-473

-442

-410

-379

-348

-316

-284

-253

-222

-192

-162

-131

-100 -7

0

-40

-12 19 49 80 110

136

166

197

228

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-679

-653

-623

-595

-564

-534

-503

-473

-442

-410

-379

-348

-316

-284

-253

-222

-192

-162

-131

-100 -7

0

-40

-12 19 49 80 110

136

166

197

228

Time (sec.)

Alti

tude

(ft)




Targetdescent

Owndescent




-60-50-40-30-20-10

010203040506070

-679

-652

-623

-593

-562

-532

-500

-471

-441

-411

-380

-349

-317

-285

-253

-222

-192

-161

-130 -98

-67

-36 -5 25 57 88 120

149

182

213

Time (sec.)

Clo

sure

rate

(NM

)

7.0

8.0

9.0

-679

-652

-623

-593

-562

-532

-500

-471

-441

-411

-380

-349

-317

-285

-253

-222

-192

-161

-130 -9

8

-67

-36 -5 25 57 88 120

149

182

213

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-679

-652

-624

-594

-563

-533

-502

-473

-444

-414

-383

-352

-321

-289

-258

-227

-197

-166

-135

-105 -73

-43

-12 18 49 80 112

141

172

204

236

Time (sec.)

Alti

tude

(ft)


180

200

220

240

260

280

300

320

340

-679

-652

-623

-593

-562

-532

-500

-471

-441

-411

-380

-349

-317

-285

-253

-222

-192

-161

-130 -98

-67

-36 -5 25 57 88 120

149

182

213

Time (sec.)

IAS

(kt)




Targetdescent

Owndescent


-60-50-40-30-20-10

010203040506070

-679

-652

-623

-593

-562

-532

-500

-471

-441

-411

-380

-349

-317

-285

-253

-222

-192

-161

-130 -98

-67

-36 -5 25 57 88 120

149

182

213

Time (sec.)

Clo

sure

rate

(NM

)

7.0

8.0

9.0

-679

-652

-623

-593

-562

-532

-500

-471

-441

-411

-380

-349

-317

-285

-253

-222

-192

-161

-130 -9

8

-67

-36 -5 25 57 88 120

149

182

213

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-679

-652

-624

-594

-563

-533

-502

-473

-444

-414

-383

-352

-321

-289

-258

-227

-197

-166

-135

-105 -73

-43

-12 18 49 80 112

141

172

204

236

Time (sec.)

Alti

tude

(ft)


180

200

220

240

260

280

300

320

340

-679

-652

-623

-593

-562

-532

-500

-471

-441

-411

-380

-349

-317

-285

-253

-222

-192

-161

-130 -98

-67

-36 -5 25 57 88 120

149

182

213

Time (sec.)

IAS

(kt)




Targetdescent

Owndescent




-60-50-40-30-20-10

010203040506070

-620

-588

-553

-518

-483

-448

-413

-378

-343

-308

-274

-239

-205

-170

-139

-103 -6

7

-30 6 42 78 114

151

185

220

255

285

319

353

388

422

Time (sec.)

Clo

sure

rate

(NM

)

7.0

8.0

9.0

-620

-588

-553

-518

-483

-448

-413

-378

-343

-308

-274

-239

-205

-170

-139

-103 -67

-30 6 42 78 114

151

185

220

255

285

319

353

388

422

Time (sec.)

Spac

ing

(NM

)

0

10000

20000

30000

40000

-620

-588

-553

-518

-483

-448

-413

-378

-343

-308

-274

-239

-205

-170

-139

-103 -67

-30 6 42 78 114

151

185

220

255

285

319

353

388

422

Time (sec.)

Alti

tude

(ft)


180

200

220

240

260

280

300

320

340

-620

-588

-553

-518

-483

-448

-413

-378

-343

-308

-274

-239

-205

-170

-139

-103 -67

-30 6 42 78 114

151

185

220

255

285

319

353

388

422

Time (sec.)

IAS

(kt)




Targetdescent

Owndescent


-60-50-40-30-20-10

010203040506070

-620

-588

-553

-518

-483

-448

-413

-378

-343

-308

-274

-239

-205

-170

-139

-103 -6

7

-30 6 42 78 114

151

185

220

255

285

319

353

388

422

Time (sec.)

Clo

sure

rate

(NM

)

7.0

8.0

9.0

-620

-588

-553

-518

-483

-448

-413

-378

-343

-308

-274

-239

-205

-170

-139

-103 -67

-30 6 42 78 114

151

185

220

255

285

319

353

388

422

Time (sec.)

Spac

ing

(NM

)

0

10000

20000

30000

40000

-620

-588

-553

-518

-483

-448

-413

-378

-343

-308

-274

-239

-205

-170

-139

-103 -67

-30 6 42 78 114

151

185

220

255

285

319

353

388

422

Time (sec.)

Alti

tude

(ft)


180

200

220

240

260

280

300

320

340

-620

-588

-553

-518

-483

-448

-413

-378

-343

-308

-274

-239

-205

-170

-139

-103 -67

-30 6 42 78 114

151

185

220

255

285

319

353

388

422

Time (sec.)

IAS

(kt)




Targetdescent

Owndescent




-60-50-40-30-20-10

010203040506070

-679

-652

-622

-593

-564

-535

-505

-476

-446

-417

-388

-360

-331

-304

-273

-243

-212

-182

-152

-121 -9

1

-61

-32 -1 28 56 85 114

143

171

Time (sec.)

Clo

sure

rate

(NM

)

7.0

8.0

9.0

-679

-652

-622

-593

-564

-535

-505

-476

-446

-417

-388

-360

-331

-304

-273

-243

-212

-182

-152

-121 -9

1-6

1

-32 -1 28 56 85 114

143

171

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-679

-652

-622

-593

-564

-535

-505

-476

-446

-417

-388

-360

-331

-304

-273

-243

-212

-182

-152

-121 -91

-61

-32 -1 28 56 85 114

143

171

Time (sec.)

Alti

tude

(ft)


180

200

220

240

260

280

300

320

340

-679

-652

-622

-593

-564

-535

-505

-476

-446

-417

-388

-360

-331

-304

-273

-243

-212

-182

-152

-121 -91

-61

-32 -1 28 56 85 114

143

171

Time (sec.)

IAS

(kt)


Maintain Remain


Targetdescent

Owndescent


-60-50-40-30-20-10

010203040506070

-679

-652

-622

-593

-564

-535

-505

-476

-446

-417

-388

-360

-331

-304

-273

-243

-212

-182

-152

-121 -9

1

-61

-32 -1 28 56 85 114

143

171

Time (sec.)

Clo

sure

rate

(NM

)

7.0

8.0

9.0

-679

-652

-622

-593

-564

-535

-505

-476

-446

-417

-388

-360

-331

-304

-273

-243

-212

-182

-152

-121 -9

1-6

1

-32 -1 28 56 85 114

143

171

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-679

-652

-622

-593

-564

-535

-505

-476

-446

-417

-388

-360

-331

-304

-273

-243

-212

-182

-152

-121 -91

-61

-32 -1 28 56 85 114

143

171

Time (sec.)

Alti

tude

(ft)


180

200

220

240

260

280

300

320

340

-679

-652

-622

-593

-564

-535

-505

-476

-446

-417

-388

-360

-331

-304

-273

-243

-212

-182

-152

-121 -91

-61

-32 -1 28 56 85 114

143

171

Time (sec.)

IAS

(kt)


Maintain Remain


Targetdescent

Owndescent




7.0

8.0

9.0

-689

-656

-622

-589

-557

-524

-490

-457

-423

-388

-353

-318

-282

-246

-212

-177

-143

-109 -76

-42 -9 23 57 91 124

150

184

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-689

-656

-622

-589

-557

-524

-490

-457

-423

-388

-353

-318

-282

-246

-212

-177

-143

-109 -76

-42 -9 23 57 91 124

150

184

Time (sec.)

Altit

ude

(ft)


180

200

220

240

260

280

300

320

340

-689

-655

-622

-588

-555

-523

-489

-455

-421

-385

-349

-314

-278

-242

-207

-172

-138

-104 -70

-36 -3 30 64 97 128

158

193

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-689

-655

-622

-588

-555

-523

-489

-455

-421

-385

-349

-314

-278

-242

-207

-172

-138

-104 -70

-36 -3 30 64 97 128

158

193

Time (sec.)

Clo

sure

rat

e (N

M)



Targetdescent

Owndescent


7.0

8.0

9.0

-689

-656

-622

-589

-557

-524

-490

-457

-423

-388

-353

-318

-282

-246

-212

-177

-143

-109 -76

-42 -9 23 57 91 124

150

184

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-689

-656

-622

-589

-557

-524

-490

-457

-423

-388

-353

-318

-282

-246

-212

-177

-143

-109 -76

-42 -9 23 57 91 124

150

184

Time (sec.)

Altit

ude

(ft)


180

200

220

240

260

280

300

320

340

-689

-655

-622

-588

-555

-523

-489

-455

-421

-385

-349

-314

-278

-242

-207

-172

-138

-104 -70

-36 -3 30 64 97 128

158

193

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-689

-655

-622

-588

-555

-523

-489

-455

-421

-385

-349

-314

-278

-242

-207

-172

-138

-104 -70

-36 -3 30 64 97 128

158

193

Time (sec.)

Clo

sure

rat

e (N

M)



Targetdescent

Owndescent




7.0

8.0

9.0

-616

-581

-543

-505

-468

-431

-393

-356

-318

-281

-244

-206

-169

-135 -95

-56

-17 18 57 96 135

172

210

248

284

320

358

Time (sec.)

Spac

ing

(NM

)

0

10000

20000

30000

40000

-616

-581

-544

-506

-469

-432

-395

-358

-321

-284

-247

-210

-173

-139

-100 -61

-22 12 51 90 128

166

203

241

276

312

350

Time (sec.)

Altit

ude

(ft)


180

200

220

240

260

280

300

320

340

-616

-581

-543

-505

-468

-431

-393

-356

-318

-281

-244

-206

-169

-135 -95

-56

-17 18 57 96 135

172

210

248

284

320

358

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-616

-581

-543

-505

-468

-431

-393

-356

-318

-281

-244

-206

-169

-135 -95

-56

-17 18 57 96 135

172

210

248

284

320

358

Time (sec.)

Clos

ure

rate

(NM

)


06-12-2002-14:48 0.5NM LFPO (12 speed adjustments)

Targetdescent

Owndescent


7.0

8.0

9.0

-616

-581

-543

-505

-468

-431

-393

-356

-318

-281

-244

-206

-169

-135 -95

-56

-17 18 57 96 135

172

210

248

284

320

358

Time (sec.)

Spac

ing

(NM

)

0

10000

20000

30000

40000

-616

-581

-544

-506

-469

-432

-395

-358

-321

-284

-247

-210

-173

-139

-100 -61

-22 12 51 90 128

166

203

241

276

312

350

Time (sec.)

Altit

ude

(ft)


180

200

220

240

260

280

300

320

340

-616

-581

-543

-505

-468

-431

-393

-356

-318

-281

-244

-206

-169

-135 -95

-56

-17 18 57 96 135

172

210

248

284

320

358

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-616

-581

-543

-505

-468

-431

-393

-356

-318

-281

-244

-206

-169

-135 -95

-56

-17 18 57 96 135

172

210

248

284

320

358

Time (sec.)

Clos

ure

rate

(NM

)



Targetdescent

Owndescent




7.0

8.0

9.0

-531

-498

-465

-431

-397

-363

-329

-297

-262

-227

-193

-158

-123 -9

0

-55

-20 15 51 86 121

156

190

226

259

294

328

361

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-531

-498

-465

-432

-399

-365

-331

-299

-264

-230

-196

-162

-127 -9

4

-60

-25 9 45 80 115

149

184

219

254

287

321

353

Time (sec.)

Altit

ude

(ft)


180

200

220

240

260

280

300

320

340

-531

-498

-465

-432

-399

-365

-331

-299

-264

-230

-196

-162

-127 -9

4

-60

-25 9 45 80 115

149

184

219

254

287

321

353

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-531

-498

-465

-431

-397

-363

-329

-297

-262

-227

-193

-158

-123 -9

0

-55

-20 15 51 86 121

156

190

226

259

294

328

361

Time (sec.)

Clo

sure

rat

e (N

M)



Targetdescent

Owndescent


7.0

8.0

9.0

-531

-498

-465

-431

-397

-363

-329

-297

-262

-227

-193

-158

-123 -9

0

-55

-20 15 51 86 121

156

190

226

259

294

328

361

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-531

-498

-465

-432

-399

-365

-331

-299

-264

-230

-196

-162

-127 -9

4

-60

-25 9 45 80 115

149

184

219

254

287

321

353

Time (sec.)

Altit

ude

(ft)


180

200

220

240

260

280

300

320

340

-531

-498

-465

-432

-399

-365

-331

-299

-264

-230

-196

-162

-127 -9

4

-60

-25 9 45 80 115

149

184

219

254

287

321

353

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-531

-498

-465

-431

-397

-363

-329

-297

-262

-227

-193

-158

-123 -9

0

-55

-20 15 51 86 121

156

190

226

259

294

328

361

Time (sec.)

Clo

sure

rat

e (N

M)



Targetdescent

Owndescent




7.0

8.0

9.0

-662

-630

-603

-572

-538

-504

-470

-436

-403

-369

-334

-299

-264

-229

-194

-159

-125 -91

-58

-24 6 40 73 107

135

168

201

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-662

-630

-603

-572

-538

-504

-470

-436

-403

-369

-334

-299

-264

-229

-194

-159

-125 -91

-58

-24 6 40 73 107

135

168

201

Time (sec.)

Altit

ude

(ft)


180

200

220

240

260

280

300

320

340

-662

-630

-603

-572

-538

-504

-470

-436

-403

-369

-334

-299

-264

-229

-194

-159

-125 -91

-58

-24 6 40 73 107

135

168

201

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-662

-630

-603

-572

-538

-504

-470

-436

-403

-369

-334

-299

-264

-229

-194

-159

-125 -91

-58

-24 6 40 73 107

135

168

201

Time (sec.)

Clo

sure

rat

e (N

M)


09-12-2002-11:36 0. 5NM LFPG (20 speed adjustments)

Targetdescent

Owndescent


7.0

8.0

9.0

-662

-630

-603

-572

-538

-504

-470

-436

-403

-369

-334

-299

-264

-229

-194

-159

-125 -91

-58

-24 6 40 73 107

135

168

201

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-662

-630

-603

-572

-538

-504

-470

-436

-403

-369

-334

-299

-264

-229

-194

-159

-125 -91

-58

-24 6 40 73 107

135

168

201

Time (sec.)

Altit

ude

(ft)


180

200

220

240

260

280

300

320

340

-662

-630

-603

-572

-538

-504

-470

-436

-403

-369

-334

-299

-264

-229

-194

-159

-125 -91

-58

-24 6 40 73 107

135

168

201

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-662

-630

-603

-572

-538

-504

-470

-436

-403

-369

-334

-299

-264

-229

-194

-159

-125 -91

-58

-24 6 40 73 107

135

168

201

Time (sec.)

Clo

sure

rat

e (N

M)


09-12-2002-11:36 0. 5NM LFPG (20 speed adjustments)

Targetdescent

Owndescent




7.0

8.0

9.0

-595

-560

-522

-484

-446

-409

-371

-333

-296

-259

-223

-185

-148

-111 -72

-33 6 45 83 121

159

197

235

271

308

345

381

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-595

-560

-522

-485

-447

-410

-373

-336

-298

-262

-226

-189

-152

-115 -77

-38 1 40 77 115

153

191

228

264

300

337

372

Time (sec.)

Altit

ude

(ft)


180

200

220

240

260

280

300

320

340

-595

-560

-522

-484

-446

-409

-371

-333

-296

-259

-223

-185

-148

-111 -72

-33 6 45 83 121

159

197

235

271

308

345

381

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-595

-560

-522

-484

-446

-409

-371

-333

-296

-259

-223

-185

-148

-111 -72

-33 6 45 83 121

159

197

235

271

308

345

381

Time (sec.)

Clo

sure

rat

e (N

M)



Targetdescent

Owndescent


7.0

8.0

9.0

-595

-560

-522

-484

-446

-409

-371

-333

-296

-259

-223

-185

-148

-111 -72

-33 6 45 83 121

159

197

235

271

308

345

381

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-595

-560

-522

-485

-447

-410

-373

-336

-298

-262

-226

-189

-152

-115 -77

-38 1 40 77 115

153

191

228

264

300

337

372

Time (sec.)

Altit

ude

(ft)


180

200

220

240

260

280

300

320

340

-595

-560

-522

-484

-446

-409

-371

-333

-296

-259

-223

-185

-148

-111 -72

-33 6 45 83 121

159

197

235

271

308

345

381

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-595

-560

-522

-484

-446

-409

-371

-333

-296

-259

-223

-185

-148

-111 -72

-33 6 45 83 121

159

197

235

271

308

345

381

Time (sec.)

Clo

sure

rat

e (N

M)



Targetdescent

Owndescent





7,0

8,0

9,0

-613

-577

-541

-502

-463

-424

-384

-344

-304

-264

-225

-187

-148

-107 -66

-26 12 51 91 130

171

212

250

287

323

360

399

Time (sec.)

Spac

ing

(NM

)

180

200

220

240

260

280

300

320

340

-613

-577

-541

-502

-463

-424

-384

-344

-304

-264

-225

-187

-148

-107 -66

-26 12 51 91 130

171

212

250

287

323

360

399

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-613

-577

-540

-501

-462

-422

-382

-342

-302

-261

-222

-183

-144

-103 -62

-20 16 56 95 136

178

219

257

295

330

367

407

Time (sec.)

Clo

sure

rate

(NM

)

0

10000

20000

30000

40000

-613

-577

-541

-502

-463

-424

-384

-344

-304

-264

-225

-187

-148

-107 -66

-26 12 51 91 130

171

212

250

287

323

360

399

Time (sec.)

Alti

tude

(ft)



Targetdescent

Owndescent



7,0

8,0

9,0

-613

-577

-541

-502

-463

-424

-384

-344

-304

-264

-225

-187

-148

-107 -66

-26 12 51 91 130

171

212

250

287

323

360

399

Time (sec.)

Spac

ing

(NM

)

180

200

220

240

260

280

300

320

340

-613

-577

-541

-502

-463

-424

-384

-344

-304

-264

-225

-187

-148

-107 -66

-26 12 51 91 130

171

212

250

287

323

360

399

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-613

-577

-540

-501

-462

-422

-382

-342

-302

-261

-222

-183

-144

-103 -62

-20 16 56 95 136

178

219

257

295

330

367

407

Time (sec.)

Clo

sure

rate

(NM

)

0

10000

20000

30000

40000

-613

-577

-541

-502

-463

-424

-384

-344

-304

-264

-225

-187

-148

-107 -66

-26 12 51 91 130

171

212

250

287

323

360

399

Time (sec.)

Alti

tude

(ft)


7,0

8,0

9,0

-613

-577

-541

-502

-463

-424

-384

-344

-304

-264

-225

-187

-148

-107 -66

-26 12 51 91 130

171

212

250

287

323

360

399

Time (sec.)

Spac

ing

(NM

)

180

200

220

240

260

280

300

320

340

-613

-577

-541

-502

-463

-424

-384

-344

-304

-264

-225

-187

-148

-107 -66

-26 12 51 91 130

171

212

250

287

323

360

399

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-613

-577

-540

-501

-462

-422

-382

-342

-302

-261

-222

-183

-144

-103 -62

-20 16 56 95 136

178

219

257

295

330

367

407

Time (sec.)

Clo

sure

rate

(NM

)

0

10000

20000

30000

40000

-613

-577

-541

-502

-463

-424

-384

-344

-304

-264

-225

-187

-148

-107 -66

-26 12 51 91 130

171

212

250

287

323

360

399

Time (sec.)

Alti

tude

(ft)


180

200

220

240

260

280

300

320

340

-613

-577

-541

-502

-463

-424

-384

-344

-304

-264

-225

-187

-148

-107 -66

-26 12 51 91 130

171

212

250

287

323

360

399

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-613

-577

-540

-501

-462

-422

-382

-342

-302

-261

-222

-183

-144

-103 -62

-20 16 56 95 136

178

219

257

295

330

367

407

Time (sec.)

Clo

sure

rate

(NM

)

0

10000

20000

30000

40000

-613

-577

-541

-502

-463

-424

-384

-344

-304

-264

-225

-187

-148

-107 -66

-26 12 51 91 130

171

212

250

287

323

360

399

Time (sec.)

Alti

tude

(ft)



Targetdescent

Owndescent




09-12-2002-15:01 1NM LFPG (18 speed adjustments)

180

200

220

240

260

280

300

320

340

-653

-622

-589

-556

-522

-489

-456

-422

-389

-355

-321

-287

-252

-218

-184

-149

-115 -83

-49

-15 19 52 84 116

142

173

204

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-653

-621

-589

-555

-521

-487

-454

-420

-386

-352

-318

-283

-248

-214

-179

-144

-110 -78

-43 -8 25 58 91 121

149

180

212

Time (sec.)

Clos

ure

rate

(NM

)

7.0

8.0

9.0

-653

-621

-589

-555

-521

-487

-454

-420

-386

-352

-318

-283

-248

-214

-179

-144

-110 -78

-43 -8 25 58 91 121

149

180

212

Time (sec.)

Spac

ing

(NM

)

0

10000

20000

30000

40000

-653

-622

-589

-556

-522

-489

-456

-422

-389

-355

-321

-287

-252

-218

-184

-149

-115 -83

-49

-15 19 52 84 116

142

173

204

Time (sec.)

Alti

tude

(ft)


Maintain Remain

Targetdescent

Owndescent



180

200

220

240

260

280

300

320

340

-653

-622

-589

-556

-522

-489

-456

-422

-389

-355

-321

-287

-252

-218

-184

-149

-115 -83

-49

-15 19 52 84 116

142

173

204

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-653

-621

-589

-555

-521

-487

-454

-420

-386

-352

-318

-283

-248

-214

-179

-144

-110 -78

-43 -8 25 58 91 121

149

180

212

Time (sec.)

Clos

ure

rate

(NM

)

7.0

8.0

9.0

-653

-621

-589

-555

-521

-487

-454

-420

-386

-352

-318

-283

-248

-214

-179

-144

-110 -78

-43 -8 25 58 91 121

149

180

212

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-653

-622

-589

-556

-522

-489

-456

-422

-389

-355

-321

-287

-252

-218

-184

-149

-115 -83

-49

-15 19 52 84 116

142

173

204

Time (sec.)

Alti

tude

(ft)


180

200

220

240

260

280

300

320

340

-653

-622

-589

-556

-522

-489

-456

-422

-389

-355

-321

-287

-252

-218

-184

-149

-115 -83

-49

-15 19 52 84 116

142

173

204

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-653

-621

-589

-555

-521

-487

-454

-420

-386

-352

-318

-283

-248

-214

-179

-144

-110 -78

-43 -8 25 58 91 121

149

180

212

Time (sec.)

Clos

ure

rate

(NM

)

7.0

8.0

9.0

-653

-621

-589

-555

-521

-487

-454

-420

-386

-352

-318

-283

-248

-214

-179

-144

-110 -78

-43 -8 25 58 91 121

149

180

212

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-653

-622

-589

-556

-522

-489

-456

-422

-389

-355

-321

-287

-252

-218

-184

-149

-115 -83

-49

-15 19 52 84 116

142

173

204

Time (sec.)

Alti

tude

(ft)


Maintain Remain

Targetdescent

Owndescent





0

10000

20000

30000

40000

-658

-626

-598

-572

-539

-507

-474

-440

-406

-372

-337

-302

-267

-232

-197

-162

-127 -93

-59

-24 8 41 75 108

139

170

202

Time (sec.)

Altit

ude

(ft)


-60-50-40-30-20-10

010203040506070

-658

-626

-597

-570

-538

-506

-472

-438

-404

-369

-334

-298

-263

-228

-192

-156

-121 -87

-53

-18 14 48 82 116

146

177

210

Time (sec.)

Clos

ure

rate

(NM

)

7.0

8.0

9.0

-658

-626

-597

-570

-538

-506

-472

-438

-404

-369

-334

-298

-263

-228

-192

-156

-121 -87

-53

-18 14 48 82 116

146

177

210

Time (sec.)

Spa

cing

(NM

)

180

200

220

240

260

280

300

320

340

-658

-626

-598

-572

-539

-507

-474

-440

-406

-372

-337

-302

-267

-232

-197

-162

-127 -93

-59

-24 8 41 75 108

139

170

202

Time (sec.)

IAS

(kt)


Maintain Remain

Targetdescent

Owndescent


Acquisition


0

10000

20000

30000

40000

-658

-626

-598

-572

-539

-507

-474

-440

-406

-372

-337

-302

-267

-232

-197

-162

-127 -93

-59

-24 8 41 75 108

139

170

202

Time (sec.)

Altit

ude

(ft)


-60-50-40-30-20-10

010203040506070

-658

-626

-597

-570

-538

-506

-472

-438

-404

-369

-334

-298

-263

-228

-192

-156

-121 -87

-53

-18 14 48 82 116

146

177

210

Time (sec.)

Clos

ure

rate

(NM

)

7.0

8.0

9.0

-658

-626

-597

-570

-538

-506

-472

-438

-404

-369

-334

-298

-263

-228

-192

-156

-121 -87

-53

-18 14 48 82 116

146

177

210

Time (sec.)

Spa

cing

(NM

)

180

200

220

240

260

280

300

320

340

-658

-626

-598

-572

-539

-507

-474

-440

-406

-372

-337

-302

-267

-232

-197

-162

-127 -93

-59

-24 8 41 75 108

139

170

202

Time (sec.)

IAS

(kt)


0

10000

20000

30000

40000

-658

-626

-598

-572

-539

-507

-474

-440

-406

-372

-337

-302

-267

-232

-197

-162

-127 -93

-59

-24 8 41 75 108

139

170

202

Time (sec.)

Altit

ude

(ft)


-60-50-40-30-20-10

010203040506070

-658

-626

-597

-570

-538

-506

-472

-438

-404

-369

-334

-298

-263

-228

-192

-156

-121 -87

-53

-18 14 48 82 116

146

177

210

Time (sec.)

Clos

ure

rate

(NM

)

7.0

8.0

9.0

-658

-626

-597

-570

-538

-506

-472

-438

-404

-369

-334

-298

-263

-228

-192

-156

-121 -87

-53

-18 14 48 82 116

146

177

210

Time (sec.)

Spa

cing

(NM

)

180

200

220

240

260

280

300

320

340

-658

-626

-598

-572

-539

-507

-474

-440

-406

-372

-337

-302

-267

-232

-197

-162

-127 -93

-59

-24 8 41 75 108

139

170

202

Time (sec.)

IAS

(kt)


Maintain Remain

Targetdescent

Owndescent


Acquisition




0

10000

20000

30000

40000

-666

-635

-602

-569

-536

-503

-470

-437

-404

-370

-335

-300

-265

-230

-196

-160

-126 -92

-60

-27 6 40 72 106

133

162

194

Time (sec.)

Altit

ude

(ft)


7.0

8.0

9.0

-666

-634

-601

-568

-535

-501

-468

-435

-401

-367

-332

-297

-261

-226

-191

-155

-120 -87

-55

-21 13 46 79 112

141

168

202

Time (sec.)

Spac

ing

(NM

)

-60-50-40-30-20-10

010203040506070

-666

-634

-601

-568

-535

-501

-468

-435

-401

-367

-332

-297

-261

-226

-191

-155

-120 -87

-55

-21 13 46 79 112

141

168

202

Time (sec.)

Clos

ure

rate

(NM

)

180

200

220

240

260

280

300

320

340

-666

-634

-601

-568

-535

-501

-468

-435

-401

-367

-332

-297

-261

-226

-191

-155

-120 -87

-55

-21 13 46 79 112

141

168

202

Time (sec.)

IAS

(kt)


Maintain Remain

Targetdescent

Owndescent


Acquisition


0

10000

20000

30000

40000

-666

-635

-602

-569

-536

-503

-470

-437

-404

-370

-335

-300

-265

-230

-196

-160

-126 -92

-60

-27 6 40 72 106

133

162

194

Time (sec.)

Altit

ude

(ft)


7.0

8.0

9.0

-666

-634

-601

-568

-535

-501

-468

-435

-401

-367

-332

-297

-261

-226

-191

-155

-120 -87

-55

-21 13 46 79 112

141

168

202

Time (sec.)

Spac

ing

(NM

)

-60-50-40-30-20-10

010203040506070

-666

-634

-601

-568

-535

-501

-468

-435

-401

-367

-332

-297

-261

-226

-191

-155

-120 -87

-55

-21 13 46 79 112

141

168

202

Time (sec.)

Clos

ure

rate

(NM

)

180

200

220

240

260

280

300

320

340

-666

-634

-601

-568

-535

-501

-468

-435

-401

-367

-332

-297

-261

-226

-191

-155

-120 -87

-55

-21 13 46 79 112

141

168

202

Time (sec.)

IAS

(kt)


Maintain Remain

Targetdescent

Owndescent


Acquisition




0

10000

20000

30000

40000

-689

-656

-622

-587

-552

-517

-483

-448

-413

-376

-344

-308

-272

-235

-200

-165

-130 -96

-62

-28 3 36 71 106

139

170

204

Time (sec.)

Alti

tude

(ft)


7.0

8.0

9.0

-689

-656

-622

-587

-552

-517

-483

-448

-413

-376

-344

-308

-272

-235

-200

-165

-130 -96

-62

-28 3 36 71 106

139

170

204

Time (sec.)

Spa

cing

(NM

)

-60-50-40-30-20-10

010203040506070

-689

-656

-622

-587

-552

-517

-483

-448

-413

-376

-344

-308

-272

-235

-200

-165

-130 -96

-62

-28 3 36 71 106

139

170

204

Time (sec.)

Clos

ure

rate

(NM

)

180

200

220

240

260

280

300

320

340

-689

-656

-622

-587

-552

-517

-483

-448

-413

-376

-344

-308

-272

-235

-200

-165

-130 -96

-62

-28 3 36 71 106

139

170

204

Time (sec.)

IAS

(kt)


Maintain Remain

Targetdescent

Owndescent


Acquisition


0

10000

20000

30000

40000

-689

-656

-622

-587

-552

-517

-483

-448

-413

-376

-344

-308

-272

-235

-200

-165

-130 -96

-62

-28 3 36 71 106

139

170

204

Time (sec.)

Alti

tude

(ft)


7.0

8.0

9.0

-689

-656

-622

-587

-552

-517

-483

-448

-413

-376

-344

-308

-272

-235

-200

-165

-130 -96

-62

-28 3 36 71 106

139

170

204

Time (sec.)

Spa

cing

(NM

)

-60-50-40-30-20-10

010203040506070

-689

-656

-622

-587

-552

-517

-483

-448

-413

-376

-344

-308

-272

-235

-200

-165

-130 -96

-62

-28 3 36 71 106

139

170

204

Time (sec.)

Clos

ure

rate

(NM

)

180

200

220

240

260

280

300

320

340

-689

-656

-622

-587

-552

-517

-483

-448

-413

-376

-344

-308

-272

-235

-200

-165

-130 -96

-62

-28 3 36 71 106

139

170

204

Time (sec.)

IAS

(kt)


0

10000

20000

30000

40000

-689

-656

-622

-587

-552

-517

-483

-448

-413

-376

-344

-308

-272

-235

-200

-165

-130 -96

-62

-28 3 36 71 106

139

170

204

Time (sec.)

Alti

tude

(ft)


7.0

8.0

9.0

-689

-656

-622

-587

-552

-517

-483

-448

-413

-376

-344

-308

-272

-235

-200

-165

-130 -96

-62

-28 3 36 71 106

139

170

204

Time (sec.)

Spa

cing

(NM

)

-60-50-40-30-20-10

010203040506070

-689

-656

-622

-587

-552

-517

-483

-448

-413

-376

-344

-308

-272

-235

-200

-165

-130 -96

-62

-28 3 36 71 106

139

170

204

Time (sec.)

Clos

ure

rate

(NM

)

180

200

220

240

260

280

300

320

340

-689

-656

-622

-587

-552

-517

-483

-448

-413

-376

-344

-308

-272

-235

-200

-165

-130 -96

-62

-28 3 36 71 106

139

170

204

Time (sec.)

IAS

(kt)


Maintain Remain

Targetdescent

Owndescent


Acquisition




180

200

220

240

260

280

300

320

340

-623

-585

-547

-509

-470

-433

-394

-356

-316

-277

-239

-199

-162

-123 -83

-42 0 40 81 122

162

201

241

276

315

352

389

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-623

-585

-547

-509

-470

-433

-394

-356

-316

-277

-239

-199

-162

-123 -83

-42 0 40 81 122

162

201

241

276

315

352

389

Time (sec.)

Clo

sure

rate

(NM

)

7,0

8,0

9,0

-623

-585

-547

-509

-470

-433

-394

-356

-316

-277

-239

-199

-162

-123 -83

-42 0 40 81 122

162

201

241

276

315

352

389

Time (sec.)

Spac

ing

(NM

)

0

10000

20000

30000

40000

-623

-586

-548

-509

-471

-435

-396

-358

-319

-280

-242

-203

-165

-125 -88

-47 -6 35 75 116

155

194

234

269

307

344

382

Time (sec.)

Alti

tude

(ft)



Targetdescent

Owndescent



180

200

220

240

260

280

300

320

340

-623

-585

-547

-509

-470

-433

-394

-356

-316

-277

-239

-199

-162

-123 -83

-42 0 40 81 122

162

201

241

276

315

352

389

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-623

-585

-547

-509

-470

-433

-394

-356

-316

-277

-239

-199

-162

-123 -83

-42 0 40 81 122

162

201

241

276

315

352

389

Time (sec.)

Clo

sure

rate

(NM

)

7,0

8,0

9,0

-623

-585

-547

-509

-470

-433

-394

-356

-316

-277

-239

-199

-162

-123 -83

-42 0 40 81 122

162

201

241

276

315

352

389

Time (sec.)

Spac

ing

(NM

)

0

10000

20000

30000

40000

-623

-586

-548

-509

-471

-435

-396

-358

-319

-280

-242

-203

-165

-125 -88

-47 -6 35 75 116

155

194

234

269

307

344

382

Time (sec.)

Alti

tude

(ft)


180

200

220

240

260

280

300

320

340

-623

-585

-547

-509

-470

-433

-394

-356

-316

-277

-239

-199

-162

-123 -83

-42 0 40 81 122

162

201

241

276

315

352

389

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-623

-585

-547

-509

-470

-433

-394

-356

-316

-277

-239

-199

-162

-123 -83

-42 0 40 81 122

162

201

241

276

315

352

389

Time (sec.)

Clo

sure

rate

(NM

)

7,0

8,0

9,0

-623

-585

-547

-509

-470

-433

-394

-356

-316

-277

-239

-199

-162

-123 -83

-42 0 40 81 122

162

201

241

276

315

352

389

Time (sec.)

Spac

ing

(NM

)

0

10000

20000

30000

40000

-623

-586

-548

-509

-471

-435

-396

-358

-319

-280

-242

-203

-165

-125 -88

-47 -6 35 75 116

155

194

234

269

307

344

382

Time (sec.)

Alti

tude

(ft)



Targetdescent

Owndescent





180

200

220

240

260

280

300

320

340

-593

-557

-520

-482

-445

-408

-370

-332

-295

-257

-219

-184

-148

-110 -73

-36 2 40 77 115

152

190

227

265

300

338

376

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-593

-557

-520

-482

-445

-408

-370

-332

-295

-257

-219

-184

-148

-110 -73

-36 2 40 77 115

152

190

227

265

300

338

376

Time (sec.)

Clos

ure

rate

(NM

)

7.0

8.0

9.0

-593

-557

-520

-482

-445

-408

-370

-332

-295

-257

-219

-184

-148

-110 -73

-36 2 40 77 115

152

190

227

265

300

338

376

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-593

-557

-520

-482

-445

-408

-370

-332

-295

-257

-219

-184

-148

-110 -73

-36 2 40 77 115

152

190

227

265

300

338

376

Time (sec.)

Alti

tude

(ft)



Targetdescent

Owndescent



180

200

220

240

260

280

300

320

340

-593

-557

-520

-482

-445

-408

-370

-332

-295

-257

-219

-184

-148

-110 -73

-36 2 40 77 115

152

190

227

265

300

338

376

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-593

-557

-520

-482

-445

-408

-370

-332

-295

-257

-219

-184

-148

-110 -73

-36 2 40 77 115

152

190

227

265

300

338

376

Time (sec.)

Clos

ure

rate

(NM

)

7.0

8.0

9.0

-593

-557

-520

-482

-445

-408

-370

-332

-295

-257

-219

-184

-148

-110 -73

-36 2 40 77 115

152

190

227

265

300

338

376

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-593

-557

-520

-482

-445

-408

-370

-332

-295

-257

-219

-184

-148

-110 -73

-36 2 40 77 115

152

190

227

265

300

338

376

Time (sec.)

Alti

tude

(ft)


180

200

220

240

260

280

300

320

340

-593

-557

-520

-482

-445

-408

-370

-332

-295

-257

-219

-184

-148

-110 -73

-36 2 40 77 115

152

190

227

265

300

338

376

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-593

-557

-520

-482

-445

-408

-370

-332

-295

-257

-219

-184

-148

-110 -73

-36 2 40 77 115

152

190

227

265

300

338

376

Time (sec.)

Clos

ure

rate

(NM

)

7.0

8.0

9.0

-593

-557

-520

-482

-445

-408

-370

-332

-295

-257

-219

-184

-148

-110 -73

-36 2 40 77 115

152

190

227

265

300

338

376

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-593

-557

-520

-482

-445

-408

-370

-332

-295

-257

-219

-184

-148

-110 -73

-36 2 40 77 115

152

190

227

265

300

338

376

Time (sec.)

Alti

tude

(ft)



Targetdescent

Owndescent





0

10000

20000

30000

40000

-668

-635

-600

-565

-530

-493

-457

-422

-386

-351

-316

-281

-246

-210

-174

-137

-101 -66

-31 6 41 77 111

142

172

204

238

Time (sec.)

Alti

tude

(ft)


7.0

8.0

9.0

-668

-635

-599

-564

-528

-492

-455

-419

-384

-348

-313

-278

-242

-205

-169

-132 -96

-61

-24 12 48 83 118

146

178

211

245

Time (sec.)

Spac

ing

(NM

)

-60-50-40-30-20-10

010203040506070

-668

-635

-599

-564

-528

-492

-455

-419

-384

-348

-313

-278

-242

-205

-169

-132 -96

-61

-24 12 48 83 118

146

178

211

245

Time (sec.)

Clo

sure

rate

(NM

)

180

200

220

240

260

280

300

320

340

-668

-635

-600

-565

-530

-493

-457

-422

-386

-351

-316

-281

-246

-210

-174

-137

-101 -66

-31 6 41 77 111

142

172

204

238

Time (sec.)

IAS

(kt)


Maintain Remain

Targetdescent

Owndescent



0

10000

20000

30000

40000

-668

-635

-600

-565

-530

-493

-457

-422

-386

-351

-316

-281

-246

-210

-174

-137

-101 -66

-31 6 41 77 111

142

172

204

238

Time (sec.)

Alti

tude

(ft)


7.0

8.0

9.0

-668

-635

-599

-564

-528

-492

-455

-419

-384

-348

-313

-278

-242

-205

-169

-132 -96

-61

-24 12 48 83 118

146

178

211

245

Time (sec.)

Spac

ing

(NM

)

-60-50-40-30-20-10

010203040506070

-668

-635

-599

-564

-528

-492

-455

-419

-384

-348

-313

-278

-242

-205

-169

-132 -96

-61

-24 12 48 83 118

146

178

211

245

Time (sec.)

Clo

sure

rate

(NM

)

180

200

220

240

260

280

300

320

340

-668

-635

-600

-565

-530

-493

-457

-422

-386

-351

-316

-281

-246

-210

-174

-137

-101 -66

-31 6 41 77 111

142

172

204

238

Time (sec.)

IAS

(kt)


0

10000

20000

30000

40000

-668

-635

-600

-565

-530

-493

-457

-422

-386

-351

-316

-281

-246

-210

-174

-137

-101 -66

-31 6 41 77 111

142

172

204

238

Time (sec.)

Alti

tude

(ft)


7.0

8.0

9.0

-668

-635

-599

-564

-528

-492

-455

-419

-384

-348

-313

-278

-242

-205

-169

-132 -96

-61

-24 12 48 83 118

146

178

211

245

Time (sec.)

Spac

ing

(NM

)

-60-50-40-30-20-10

010203040506070

-668

-635

-599

-564

-528

-492

-455

-419

-384

-348

-313

-278

-242

-205

-169

-132 -96

-61

-24 12 48 83 118

146

178

211

245

Time (sec.)

Clo

sure

rate

(NM

)

180

200

220

240

260

280

300

320

340

-668

-635

-600

-565

-530

-493

-457

-422

-386

-351

-316

-281

-246

-210

-174

-137

-101 -66

-31 6 41 77 111

142

172

204

238

Time (sec.)

IAS

(kt)


Maintain Remain

Targetdescent

Owndescent





180

200

220

240

260

280

300

320

340

-603

-564

-527

-488

-450

-412

-375

-337

-299

-261

-223

-185

-147

-108 -69

-32 4 41 80 119

157

196

235

270

307

344

381

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-603

-564

-526

-487

-449

-410

-373

-335

-296

-258

-220

-182

-143

-104 -64

-27 7 47 86 125

164

203

242

277

315

352

390

Time (sec.)

Clo

sure

rat

e (N

M)

7.0

8.0

9.0

-603

-563

-524

-484

-445

-406

-367

-328

-288

-249

-211

-171

-131 -91

-51

-12 23 64 104

144

184

224

262

299

338

376

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-603

-564

-527

-488

-450

-412

-375

-337

-299

-261

-223

-185

-147

-108 -69

-32 4 41 80 119

157

196

235

270

307

344

381

Time (sec.)

Alti

tude

(ft)



Targetdescent

Owndescent



180

200

220

240

260

280

300

320

340

-603

-564

-527

-488

-450

-412

-375

-337

-299

-261

-223

-185

-147

-108 -69

-32 4 41 80 119

157

196

235

270

307

344

381

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-603

-564

-526

-487

-449

-410

-373

-335

-296

-258

-220

-182

-143

-104 -64

-27 7 47 86 125

164

203

242

277

315

352

390

Time (sec.)

Clo

sure

rat

e (N

M)

7.0

8.0

9.0

-603

-563

-524

-484

-445

-406

-367

-328

-288

-249

-211

-171

-131 -91

-51

-12 23 64 104

144

184

224

262

299

338

376

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-603

-564

-527

-488

-450

-412

-375

-337

-299

-261

-223

-185

-147

-108 -69

-32 4 41 80 119

157

196

235

270

307

344

381

Time (sec.)

Alti

tude

(ft)



Targetdescent

Owndescent


180

200

220

240

260

280

300

320

340

-603

-564

-527

-488

-450

-412

-375

-337

-299

-261

-223

-185

-147

-108 -69

-32 4 41 80 119

157

196

235

270

307

344

381

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-603

-564

-526

-487

-449

-410

-373

-335

-296

-258

-220

-182

-143

-104 -64

-27 7 47 86 125

164

203

242

277

315

352

390

Time (sec.)

Clo

sure

rat

e (N

M)

7.0

8.0

9.0

-603

-563

-524

-484

-445

-406

-367

-328

-288

-249

-211

-171

-131 -91

-51

-12 23 64 104

144

184

224

262

299

338

376

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-603

-564

-527

-488

-450

-412

-375

-337

-299

-261

-223

-185

-147

-108 -69

-32 4 41 80 119

157

196

235

270

307

344

381

Time (sec.)

Alti

tude

(ft)



Targetdescent

Owndescent





180

200

220

240

260

280

300

320

340

-600

-562

-522

-483

-444

-405

-366

-327

-291

-251

-212

-174

-138 -98

-59

-20 17 56 96 136

175

215

252

289

327

367

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-600

-562

-524

-485

-447

-408

-370

-332

-296

-257

-219

-182

-145

-107 -69

-30 7 45 84 123

162

201

240

274

311

350

389

Time (sec.)

Clo

sure

rate

(NM

)

7,0

8,0

9,0

-600

-562

-524

-485

-447

-408

-370

-332

-296

-257

-219

-182

-145

-107 -69

-30 7 45 84 123

162

201

240

274

311

350

389

Time (sec.)

Spac

ing

(NM

)

0

10000

20000

30000

40000

-600

-563

-524

-486

-448

-410

-372

-334

-299

-260

-222

-185

-149

-111 -73

-35 2 39 78 117

155

194

232

266

303

342

380

Time (sec.)

Alti

tude

(ft)



Targetdescent

Owndescent



180

200

220

240

260

280

300

320

340

-600

-562

-522

-483

-444

-405

-366

-327

-291

-251

-212

-174

-138 -98

-59

-20 17 56 96 136

175

215

252

289

327

367

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-600

-562

-524

-485

-447

-408

-370

-332

-296

-257

-219

-182

-145

-107 -69

-30 7 45 84 123

162

201

240

274

311

350

389

Time (sec.)

Clo

sure

rate

(NM

)

7,0

8,0

9,0

-600

-562

-524

-485

-447

-408

-370

-332

-296

-257

-219

-182

-145

-107 -69

-30 7 45 84 123

162

201

240

274

311

350

389

Time (sec.)

Spac

ing

(NM

)

0

10000

20000

30000

40000

-600

-563

-524

-486

-448

-410

-372

-334

-299

-260

-222

-185

-149

-111 -73

-35 2 39 78 117

155

194

232

266

303

342

380

Time (sec.)

Alti

tude

(ft)



Targetdescent

Owndescent


180

200

220

240

260

280

300

320

340

-600

-562

-522

-483

-444

-405

-366

-327

-291

-251

-212

-174

-138 -98

-59

-20 17 56 96 136

175

215

252

289

327

367

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-600

-562

-524

-485

-447

-408

-370

-332

-296

-257

-219

-182

-145

-107 -69

-30 7 45 84 123

162

201

240

274

311

350

389

Time (sec.)

Clo

sure

rate

(NM

)

7,0

8,0

9,0

-600

-562

-524

-485

-447

-408

-370

-332

-296

-257

-219

-182

-145

-107 -69

-30 7 45 84 123

162

201

240

274

311

350

389

Time (sec.)

Spac

ing

(NM

)

0

10000

20000

30000

40000

-600

-563

-524

-486

-448

-410

-372

-334

-299

-260

-222

-185

-149

-111 -73

-35 2 39 78 117

155

194

232

266

303

342

380

Time (sec.)

Alti

tude

(ft)



Targetdescent

Owndescent




180

200

220

240

260

280

300

320

340

-672

-640

-606

-571

-536

-501

-466

-430

-395

-359

-324

-289

-254

-219

-183

-148

-112 -76

-41 -5 30 66 101

132

164

194

225

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-672

-640

-606

-571

-536

-501

-466

-430

-395

-359

-324

-289

-254

-219

-183

-148

-112 -76

-41 -5 30 66 101

132

164

194

225

Time (sec.)

Clos

ure

rate

(NM

)

0

10000

20000

30000

40000

-672

-640

-606

-571

-536

-501

-466

-430

-395

-359

-324

-289

-254

-219

-183

-148

-112 -76

-41 -5 30 66 101

132

164

194

225

Time (sec.)

Alti

tude

(ft)


7.0

8.0

9.0

-672

-640

-606

-571

-536

-501

-466

-430

-395

-359

-324

-289

-254

-219

-183

-148

-112 -76

-41 -5 30 66 101

132

164

194

225

Time (sec.)

Spac

ing

(NM

)


RemainMaintain

Targetdescent

Owndescent


180

200

220

240

260

280

300

320

340

-672

-640

-606

-571

-536

-501

-466

-430

-395

-359

-324

-289

-254

-219

-183

-148

-112 -76

-41 -5 30 66 101

132

164

194

225

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-672

-640

-606

-571

-536

-501

-466

-430

-395

-359

-324

-289

-254

-219

-183

-148

-112 -76

-41 -5 30 66 101

132

164

194

225

Time (sec.)

Clos

ure

rate

(NM

)

0

10000

20000

30000

40000

-672

-640

-606

-571

-536

-501

-466

-430

-395

-359

-324

-289

-254

-219

-183

-148

-112 -76

-41 -5 30 66 101

132

164

194

225

Time (sec.)

Alti

tude

(ft)


7.0

8.0

9.0

-672

-640

-606

-571

-536

-501

-466

-430

-395

-359

-324

-289

-254

-219

-183

-148

-112 -76

-41 -5 30 66 101

132

164

194

225

Time (sec.)

Spac

ing

(NM

)


RemainMaintainMaintain

Targetdescent

Owndescent


Targetdescent

Owndescent




-60-50-40-30-20-10

010203040506070

-675

-639

-608

-575

-539

-502

-466

-430

-393

-357

-323

-286

-250

-213

-176

-138

-103 -66

-29 8 44 77 101

133

163

190

225

Time (sec.)

Clo

sure

rat

e (N

M)

7.0

8.0

9.0

-675

-639

-608

-575

-539

-502

-466

-430

-393

-357

-323

-286

-250

-213

-176

-138

-103 -66

-29 8 44 77 101

133

163

190

225

Time (sec.)

Spa

cing

(NM

)

180

200

220

240

260

280

300

320

340-6

75

-639

-608

-575

-539

-502

-466

-430

-393

-357

-323

-286

-250

-213

-176

-138

-103 -66

-29 8 44 77 101

133

163

190

225

Time (sec.)

IAS

(kt)


0

10000

20000

30000

40000

-675

-639

-608

-575

-539

-502

-466

-430

-393

-357

-323

-286

-250

-213

-176

-138

-103 -66

-29 8 44 77 101

133

163

190

225

Time (sec.)

Altit

ude

(ft)



Targetdescent

Owndescent



-60-50-40-30-20-10

010203040506070

-675

-639

-608

-575

-539

-502

-466

-430

-393

-357

-323

-286

-250

-213

-176

-138

-103 -66

-29 8 44 77 101

133

163

190

225

Time (sec.)

Clo

sure

rat

e (N

M)

7.0

8.0

9.0

-675

-639

-608

-575

-539

-502

-466

-430

-393

-357

-323

-286

-250

-213

-176

-138

-103 -66

-29 8 44 77 101

133

163

190

225

Time (sec.)

Spa

cing

(NM

)

180

200

220

240

260

280

300

320

340-6

75

-639

-608

-575

-539

-502

-466

-430

-393

-357

-323

-286

-250

-213

-176

-138

-103 -66

-29 8 44 77 101

133

163

190

225

Time (sec.)

IAS

(kt)


0

10000

20000

30000

40000

-675

-639

-608

-575

-539

-502

-466

-430

-393

-357

-323

-286

-250

-213

-176

-138

-103 -66

-29 8 44 77 101

133

163

190

225

Time (sec.)

Altit

ude

(ft)



Targetdescent

Owndescent


Targetdescent

Owndescent


Maintain RemainAcquisition Maintain RemainAcquisition



180

200

220

240

260

280

300

320

340

-604

-565

-526

-486

-446

-406

-365

-325

-284

-244

-204

-163

-125 -85

-46 -6 34 74 114

154

195

235

270

310

351

391

431

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-604

-565

-526

-486

-446

-406

-365

-325

-284

-244

-204

-163

-125 -85

-46 -6 34 74 114

154

195

235

270

310

351

391

431

Time (sec.)

Clos

ure

rate

(NM

)

7.0

8.0

9.0

-604

-565

-526

-486

-446

-406

-365

-325

-284

-244

-204

-163

-125 -85

-46 -6 34 74 114

154

195

235

270

310

351

391

431

Time (sec.)

Spac

ing

(NM

)

0

10000

20000

30000

40000

-604

-565

-526

-486

-446

-406

-365

-325

-284

-244

-204

-163

-125 -85

-46 -6 34 74 114

154

195

235

270

310

351

391

431

Time (sec.)

Altit

ude

(ft)


13-01-2003-12:16 0.5NM LFPO(14 speed adjustments)

Targetdescent

Owndescent



180

200

220

240

260

280

300

320

340

-604

-565

-526

-486

-446

-406

-365

-325

-284

-244

-204

-163

-125 -85

-46 -6 34 74 114

154

195

235

270

310

351

391

431

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-604

-565

-526

-486

-446

-406

-365

-325

-284

-244

-204

-163

-125 -85

-46 -6 34 74 114

154

195

235

270

310

351

391

431

Time (sec.)

Clos

ure

rate

(NM

)

7.0

8.0

9.0

-604

-565

-526

-486

-446

-406

-365

-325

-284

-244

-204

-163

-125 -85

-46 -6 34 74 114

154

195

235

270

310

351

391

431

Time (sec.)

Spac

ing

(NM

)

0

10000

20000

30000

40000

-604

-565

-526

-486

-446

-406

-365

-325

-284

-244

-204

-163

-125 -85

-46 -6 34 74 114

154

195

235

270

310

351

391

431

Time (sec.)

Altit

ude

(ft)


13-01-2003-12:16 0.5NM LFPO(14 speed adjustments)

Targetdescent

Owndescent



Targetdescent

Owndescent





180

200

220

240

260

280

300

320

340

-666

-633

-601

-568

-534

-501

-467

-433

-400

-367

-333

-299

-266

-232

-198

-164

-130 -96

-62

-29 5 39 73 104

136

166

198

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-666

-633

-601

-568

-534

-501

-467

-433

-400

-367

-333

-299

-266

-232

-198

-164

-130 -96

-62

-29 5 39 73 104

136

166

198

Time (sec.)

Clos

ure

rate

(NM

)

7.0

8.0

9.0

-666

-633

-601

-568

-534

-501

-467

-433

-400

-367

-333

-299

-266

-232

-198

-164

-130 -96

-62

-29 5 39 73 104

136

166

198

Time (sec.)

Spac

ing

(NM

)

0

10000

20000

30000

40000

-666

-633

-601

-568

-534

-501

-467

-433

-400

-367

-333

-299

-266

-232

-198

-164

-130 -96

-62

-29 5 39 73 104

136

166

198

Time (sec.)

Alti

tude

(ft)


Maintain Remain


Targetdescent

Owndescent


180

200

220

240

260

280

300

320

340

-666

-633

-601

-568

-534

-501

-467

-433

-400

-367

-333

-299

-266

-232

-198

-164

-130 -96

-62

-29 5 39 73 104

136

166

198

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-666

-633

-601

-568

-534

-501

-467

-433

-400

-367

-333

-299

-266

-232

-198

-164

-130 -96

-62

-29 5 39 73 104

136

166

198

Time (sec.)

Clos

ure

rate

(NM

)

7.0

8.0

9.0

-666

-633

-601

-568

-534

-501

-467

-433

-400

-367

-333

-299

-266

-232

-198

-164

-130 -96

-62

-29 5 39 73 104

136

166

198

Time (sec.)

Spac

ing

(NM

)

0

10000

20000

30000

40000

-666

-633

-601

-568

-534

-501

-467

-433

-400

-367

-333

-299

-266

-232

-198

-164

-130 -96

-62

-29 5 39 73 104

136

166

198

Time (sec.)

Alti

tude

(ft)


Maintain Remain


Targetdescent

Owndescent


Targetdescent

Owndescent




180

200

220

240

260

280

300

320

340

-613

-576

-538

-499

-461

-422

-384

-346

-307

-268

-230

-192

-155

-115 -76

-35 4 45 85 125

166

207

245

285

325

364

404

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-613

-576

-538

-499

-461

-422

-384

-346

-307

-268

-230

-192

-155

-115 -76

-35 4 45 85 125

166

207

245

285

325

364

404

Time (sec.)

Clos

ure

rate

(NM

)

7.0

8.0

9.0

-613

-576

-538

-499

-461

-422

-384

-346

-307

-268

-230

-192

-155

-115 -76

-35 4 45 85 125

166

207

245

285

325

364

404

Time (sec.)

Spac

ing

(NM

)

0

10000

20000

30000

40000

-613

-576

-538

-499

-461

-422

-384

-346

-307

-268

-230

-192

-155

-115 -76

-35 4 45 85 125

166

207

245

285

325

364

404

Time (sec.)

Alti

tude

(ft)



Targetdescent

Owndescent



180

200

220

240

260

280

300

320

340

-613

-576

-538

-499

-461

-422

-384

-346

-307

-268

-230

-192

-155

-115 -76

-35 4 45 85 125

166

207

245

285

325

364

404

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-613

-576

-538

-499

-461

-422

-384

-346

-307

-268

-230

-192

-155

-115 -76

-35 4 45 85 125

166

207

245

285

325

364

404

Time (sec.)

Clos

ure

rate

(NM

)

7.0

8.0

9.0

-613

-576

-538

-499

-461

-422

-384

-346

-307

-268

-230

-192

-155

-115 -76

-35 4 45 85 125

166

207

245

285

325

364

404

Time (sec.)

Spac

ing

(NM

)

0

10000

20000

30000

40000

-613

-576

-538

-499

-461

-422

-384

-346

-307

-268

-230

-192

-155

-115 -76

-35 4 45 85 125

166

207

245

285

325

364

404

Time (sec.)

Alti

tude

(ft)



Targetdescent

Owndescent


Targetdescent

Owndescent





180

200

220

240

260

280

300

320

340-6

15

-579

-542

-506

-470

-433

-396

-359

-322

-283

-244

-204

-167

-129 -90

-51

-12 26 66 104

143

182

221

258

296

334

373

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-615

-579

-542

-506

-470

-433

-396

-359

-322

-283

-244

-204

-167

-129 -90

-51

-12 26 66 104

143

182

221

258

296

334

373

Time (sec.)

Clo

sure

rate

(NM

)

7.0

8.0

9.0

-615

-579

-542

-506

-470

-433

-396

-359

-322

-283

-244

-204

-167

-129 -90

-51

-12 26 66 104

143

182

221

258

296

334

373

Time (sec.)

Spac

ing

(NM

)

0

10000

20000

30000

40000

-615

-579

-542

-506

-470

-433

-396

-359

-322

-283

-244

-204

-167

-129 -90

-51

-12 26 66 104

143

182

221

258

296

334

373

Time (sec.)

Alti

tude

(ft)



Targetdescent

Owndescent



180

200

220

240

260

280

300

320

340-6

15

-579

-542

-506

-470

-433

-396

-359

-322

-283

-244

-204

-167

-129 -90

-51

-12 26 66 104

143

182

221

258

296

334

373

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-615

-579

-542

-506

-470

-433

-396

-359

-322

-283

-244

-204

-167

-129 -90

-51

-12 26 66 104

143

182

221

258

296

334

373

Time (sec.)

Clo

sure

rate

(NM

)

7.0

8.0

9.0

-615

-579

-542

-506

-470

-433

-396

-359

-322

-283

-244

-204

-167

-129 -90

-51

-12 26 66 104

143

182

221

258

296

334

373

Time (sec.)

Spac

ing

(NM

)

0

10000

20000

30000

40000

-615

-579

-542

-506

-470

-433

-396

-359

-322

-283

-244

-204

-167

-129 -90

-51

-12 26 66 104

143

182

221

258

296

334

373

Time (sec.)

Alti

tude

(ft)



Targetdescent

Owndescent


Targetdescent

Owndescent





180

200

220

240

260

280

300

320

340

-669

-633

-596

-560

-522

-486

-448

-410

-372

-332

-294

-254

-215

-176

-137 -98

-59

-20 20 59 98 137

174

212

252

289

325

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-669

-633

-596

-560

-522

-486

-448

-410

-372

-332

-294

-254

-215

-176

-137 -98

-59

-20 20 59 98 137

174

212

252

289

325

Time (sec.)

Clos

ure

rate

(NM

)

7.0

8.0

9.0

-669

-633

-596

-560

-522

-486

-448

-410

-372

-332

-294

-254

-215

-176

-137 -98

-59

-20 20 59 98 137

174

212

252

289

325

Time (sec.)

Spac

ing

(NM

)

0

10000

20000

30000

40000

-669

-633

-596

-560

-522

-486

-448

-410

-372

-332

-294

-254

-215

-176

-137 -98

-59

-20 20 59 98 137

174

212

252

289

325

Time (sec.)

Alti

tude

(ft)


18-12-2002-11:42 0.5NM LFPG(12 speed adjustments)

Targetdescent

Owndescent


Maintain Remain

180

200

220

240

260

280

300

320

340

-669

-633

-596

-560

-522

-486

-448

-410

-372

-332

-294

-254

-215

-176

-137 -98

-59

-20 20 59 98 137

174

212

252

289

325

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-669

-633

-596

-560

-522

-486

-448

-410

-372

-332

-294

-254

-215

-176

-137 -98

-59

-20 20 59 98 137

174

212

252

289

325

Time (sec.)

Clos

ure

rate

(NM

)

7.0

8.0

9.0

-669

-633

-596

-560

-522

-486

-448

-410

-372

-332

-294

-254

-215

-176

-137 -98

-59

-20 20 59 98 137

174

212

252

289

325

Time (sec.)

Spac

ing

(NM

)

0

10000

20000

30000

40000

-669

-633

-596

-560

-522

-486

-448

-410

-372

-332

-294

-254

-215

-176

-137 -98

-59

-20 20 59 98 137

174

212

252

289

325

Time (sec.)

Alti

tude

(ft)


18-12-2002-11:42 0.5NM LFPG(12 speed adjustments)

Targetdescent

Owndescent


Targetdescent

Owndescent


Maintain Remain



180

200

220

240

260

280

300

320

340

-624

-586

-548

-510

-472

-433

-396

-357

-317

-279

-242

-202

-164

-124 -85

-45 -5 34 74 113

154

194

234

272

312

352

392

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-624

-586

-548

-510

-472

-433

-396

-357

-317

-279

-242

-202

-164

-124 -85

-45 -5 34 74 113

154

194

234

272

312

352

392

Time (sec.)

Clo

sure

rate

(NM

)

7.0

8.0

9.0

-624

-586

-548

-510

-472

-433

-396

-357

-317

-279

-242

-202

-164

-124 -85

-45 -5 34 74 113

154

194

234

272

312

352

392

Time (sec.)

Spac

ing

(NM

)

0

10000

20000

30000

40000

-624

-586

-548

-510

-472

-433

-396

-357

-317

-279

-242

-202

-164

-124 -85

-45 -5 34 74 113

154

194

234

272

312

352

392

Time (sec.)

Alti

tude

(ft)



Targetdescent

Owndescent



180

200

220

240

260

280

300

320

340

-624

-586

-548

-510

-472

-433

-396

-357

-317

-279

-242

-202

-164

-124 -85

-45 -5 34 74 113

154

194

234

272

312

352

392

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-624

-586

-548

-510

-472

-433

-396

-357

-317

-279

-242

-202

-164

-124 -85

-45 -5 34 74 113

154

194

234

272

312

352

392

Time (sec.)

Clo

sure

rate

(NM

)

7.0

8.0

9.0

-624

-586

-548

-510

-472

-433

-396

-357

-317

-279

-242

-202

-164

-124 -85

-45 -5 34 74 113

154

194

234

272

312

352

392

Time (sec.)

Spac

ing

(NM

)

0

10000

20000

30000

40000

-624

-586

-548

-510

-472

-433

-396

-357

-317

-279

-242

-202

-164

-124 -85

-45 -5 34 74 113

154

194

234

272

312

352

392

Time (sec.)

Alti

tude

(ft)



Targetdescent

Owndescent


Targetdescent

Owndescent





180

200

220

240

260

280

300

320

340-6

10

-570

-529

-489

-448

-407

-367

-329

-289

-246

-205

-164

-122 -79

-37 5 48 91 133

175

218

258

301

342

384

426

468

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-610

-570

-529

-489

-448

-407

-367

-329

-289

-246

-205

-164

-122 -79

-37 5 48 91 133

175

218

258

301

342

384

426

468

Time (sec.)

Clo

sure

rate

(NM

)

7.0

8.0

9.0

-610

-570

-529

-489

-448

-407

-367

-329

-289

-246

-205

-164

-122 -79

-37 5 48 91 133

175

218

258

301

342

384

426

468

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-610

-570

-529

-489

-448

-407

-367

-329

-289

-246

-205

-164

-122 -79

-37 5 48 91 133

175

218

258

301

342

384

426

468

Time (sec.)

Altit

ude

(ft)



Targetdescent

Owndescent



180

200

220

240

260

280

300

320

340-6

10

-570

-529

-489

-448

-407

-367

-329

-289

-246

-205

-164

-122 -79

-37 5 48 91 133

175

218

258

301

342

384

426

468

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-610

-570

-529

-489

-448

-407

-367

-329

-289

-246

-205

-164

-122 -79

-37 5 48 91 133

175

218

258

301

342

384

426

468

Time (sec.)

Clo

sure

rate

(NM

)

7.0

8.0

9.0

-610

-570

-529

-489

-448

-407

-367

-329

-289

-246

-205

-164

-122 -79

-37 5 48 91 133

175

218

258

301

342

384

426

468

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-610

-570

-529

-489

-448

-407

-367

-329

-289

-246

-205

-164

-122 -79

-37 5 48 91 133

175

218

258

301

342

384

426

468

Time (sec.)

Altit

ude

(ft)



Targetdescent

Owndescent


Targetdescent

Owndescent





18-12-2002-14:36 1NM LFPG

180

200

220

240

260

280

300

320

340

-679

-645

-609

-573

-537

-501

-465

-429

-394

-359

-325

-289

-254

-219

-183

-147

-112 -76

-40 -5 31 67 97 128

164

199

233

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-679

-645

-609

-573

-537

-501

-465

-429

-394

-359

-325

-289

-254

-219

-183

-147

-112 -76

-40 -5 31 67 97 128

164

199

233

Time (sec.)

Clo

sure

rate

(NM

)

7.0

8.0

9.0

-679

-645

-609

-573

-537

-501

-465

-429

-394

-359

-325

-289

-254

-219

-183

-147

-112 -76

-40 -5 31 67 97 128

164

199

233

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-679

-645

-609

-573

-537

-501

-465

-429

-394

-359

-325

-289

-254

-219

-183

-147

-112 -76

-40 -5 31 67 97 128

164

199

233

Time (sec.)

Altit

ude

(ft)


Targetdescent

Owndescent


Maintain Remain

18-12-2002-14:36 1NM LFPG

180

200

220

240

260

280

300

320

340

-679

-645

-609

-573

-537

-501

-465

-429

-394

-359

-325

-289

-254

-219

-183

-147

-112 -76

-40 -5 31 67 97 128

164

199

233

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-679

-645

-609

-573

-537

-501

-465

-429

-394

-359

-325

-289

-254

-219

-183

-147

-112 -76

-40 -5 31 67 97 128

164

199

233

Time (sec.)

Clo

sure

rate

(NM

)

7.0

8.0

9.0

-679

-645

-609

-573

-537

-501

-465

-429

-394

-359

-325

-289

-254

-219

-183

-147

-112 -76

-40 -5 31 67 97 128

164

199

233

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-679

-645

-609

-573

-537

-501

-465

-429

-394

-359

-325

-289

-254

-219

-183

-147

-112 -76

-40 -5 31 67 97 128

164

199

233

Time (sec.)

Altit

ude

(ft)


Targetdescent

Owndescent


Maintain Remain

180

200

220

240

260

280

300

320

340

-679

-645

-609

-573

-537

-501

-465

-429

-394

-359

-325

-289

-254

-219

-183

-147

-112 -76

-40 -5 31 67 97 128

164

199

233

Time (sec.)

IAS

(kt)


-60-50-40-30-20-10

010203040506070

-679

-645

-609

-573

-537

-501

-465

-429

-394

-359

-325

-289

-254

-219

-183

-147

-112 -76

-40 -5 31 67 97 128

164

199

233

Time (sec.)

Clo

sure

rate

(NM

)

7.0

8.0

9.0

-679

-645

-609

-573

-537

-501

-465

-429

-394

-359

-325

-289

-254

-219

-183

-147

-112 -76

-40 -5 31 67 97 128

164

199

233

Time (sec.)

Spa

cing

(NM

)

0

10000

20000

30000

40000

-679

-645

-609

-573

-537

-501

-465

-429

-394

-359

-325

-289

-254

-219

-183

-147

-112 -76

-40 -5 31 67 97 128

164

199

233

Time (sec.)

Altit

ude

(ft)


Targetdescent

Owndescent


Targetdescent

Owndescent


Maintain RemainMaintain Remain



14. INTERVAL ANALYSIS DEC'02

14.1. EXAMPLES OF PRELIMINARY RESULTS

• Run 05/12/2002 12:37 1NM LFPO

Distribution of speed increments

180

200

220

240

260

280

300

320

340

-618

-588

-553

-518

-483

-450

-414

-379

-343

-310

-275

-240

-205

-171

-137

-100 -63

-27 9 45 80 116

151

186

222

257

291

324

Time (sec.)

Sele

cted

IAS

(kts

)

Increments intervals

0

5

10

15

20

25

30

1 6 11 16 21 26 31 36 41 46 51 56 61 66 71 76 81 86 91 96 101

106

111

116

121

126

131

136

Intervals (sec.)

Num

ber

of in

crem

ents



• Run 06/12/2002 10:32 1NM LFPO

Distribution of speed increments

180

200

220

240

260

280

300

320

340

-620

-584

-546

-508

-470

-432

-394

-356

-317

-280

-242

-204

-167

-133 -93

-53

-13 26 65 105

145

183

221

258

292

329

366

404

Time (sec.)

Sele

cted

IAS

(kts

)

Increments intervals

0

5

10

15

20

25

30

1 18 35 52 69 86 103

120

137

154

171

188

205

222

239

256

273

290

307

324

341

358

375

392

409

426

443

460

Intervals (sec.)

Num

ber o

f inc

rem

ents



14.2. DISTRIBUTION OF SPEED INTERVALS

Distribution of speed intervalsLFPO - 0.25NM

14.75

4.75

1 0.75 0.5 0.25 0.5 0.25 0.250

5

10

15

20

25

30

[5;3

0]

]30;

60]

]60;

90]

]90;

120]

]120

;150

]

]150

;180

]

]180

;210

]

]210

;240

]

]240

;270

]

]270

;300

]

]300

;330

]

]330

;360

]

]360

;390

]

]390

;420

]

]420

;450

]

]450

;480

]

]480

;510

]

Interval duration (sec.)

Num

ber

of s

peed

inte

rval

s


11.50

3.83

1.33 1.17 0.50 0.17 0.17 0.17 0.170

5

10

15

20

25

30

[5;3

0]

]30;

60]

]60;

90]

]90;

120]

]120

;150

]

]150

;180

]

]180

;210

]

]210

;240

]

]240

;270

]

]270

;300

]

]300

;330

]

]330

;360

]

]360

;390

]

]390

;420

]

]420

;450

]

]450

;480

]

]480

;510

]


Num

ber o

f spe

ed in

terv

als

Distribution of speed intervalsLFPO - 1NM

6.60

3.60 2.801.00 0.40 0.20 0.20 0.00 0.200

5

10

15

20

25

30

[5;3

0]

]30;

60]

]60;

90]

]90;

120]

]120

;150

]

]150

;180

]

]180

;210

]

]210

;240

]

]240

;270

]

]270

;300

]

]300

;330

]

]330

;360

]

]360

;390

]

]390

;420

]

]420

;450

]

]450

;480

]

]480

;510

]


Num

ber

of s

peed

inte

rval

s



Distribution of speed intervalsLFPG - 0.25NM

15.00

4.40

0.80 1.40 0.80 0.20 0.200

5

10

15

20

25

30[5

;30]

]30;

60]

]60;

90]

]90;

120]

]120

;150

]

]150

;180

]

]180

;210

]

]210

;240

]

]240

;270

]

]270

;300

]

]300

;330

]

]330

;360

]

]360

;390

]

]390

;420

]

]420

;450

]

]450

;480

]

]480

;510

]


Num

ber o

f spe

ed in

terv

als


11.50

3.83

1.33 1.17 0.50 0.17 0.17 0.17 0.170

5

10

15

20

25

30

[5;3

0]

]30;

60]

]60;

90]

]90;

120]

]120

;150

]

]150

;180

]

]180

;210

]

]210

;240

]

]240

;270

]

]270

;300

]

]300

;330

]

]330

;360

]

]360

;390

]

]390

;420

]

]420

;450

]

]450

;480

]

]480

;510

]


Num

ber o

f spe

ed in

terv

als

Distribution of speed intervalsLFPO - 1NM

6.60

3.60 2.801.00 0.40 0.20 0.20 0.00 0.200

5

10

15

20

25

30

[5;3

0]

]30;

60]

]60;

90]

]90;

120]

]120

;150

]

]150

;180

]

]180

;210

]

]210

;240

]

]240

;270

]

]270

;300

]

]300

;330

]

]330

;360

]

]360

;390

]

]390

;420

]

]420

;450

]

]450

;480

]

]480

;510

]


Num

ber

of s

peed

inte

rval

s



15. TEMPORAL DISTRIBUTION OF SPEED ADJUSTMENTS DEC’02

Time distribution of speed adjustmentsLFPO scenario

1.50.8

1.3

3.2 2.9 2.6

1.6

4.5

0.8

0

1

2

3

4

5

6

7

8

9

]…;-4

80]

]-480

;-360

]

]-360

;-240

]

]-240

;-120

]

]-120

;0[

[0;1

20[

[120

;240

[

[240

;360

[

[360

;…[

Time (sec.)

Num

ber o

f spe

ed a

djus

tmen

ts

Remain phaseAcquisition phase

Target descent

Target speed reduction

Time distribution of speed adjustmentsLFPO scenario

1.4

0.4 0.30.7 0.7

1.7 1.71.3

1.61.3 1.5

0.9 0.7

2.9

1.60.9

0

1

2

3

4

5

6

7

8

9

]…;-4

80]

]-480

;-420

]

]-420

;-360

]

]-360

;-300

]

]-300

;-240

]

]-240

;-180

]

]-180

;-120

]

]-120

;60]

]-60;

0[

[0;6

0[

[60;

120[

[120

;180

[

[180

;240

[

[240

;300

[

[300

;360

[

[360

;…[

Time (sec.)

Num

ber o

f spe

ed a

djus

tmen

ts


Target descent


Time distribution of speed adjustmentsLFPG scenario

3.9

1.3

2.7

1.72.1

2.9

3.8

0.2 0.00

1

2

3

4

5

6

7

8

9

]…;-4

80]

]-480

;-360

]

]-360

;-240

]

]-240

;-120

]

]-120

;0[

[0;1

20[

[120

;240

[

[240

;360

[

[360

;…[

Time (sec.)

Num

ber

of s

peed

adj

ustm

ents


Target descent Target speed reduction


Time distribution of speed adjustmentsLFPG scenario

3.9

0.50.9

1.71.0

0.71.1 0.9 1.1 1.0

1.9

2.7

1.1

0.1 0.1 0.00

1

2

3

4

5

6

7

8

9

]…;-4

80]

]-480

;-420

]

]-420

;-360

]

]-360

;-300

]

]-300

;-240

]

]-240

;-180

]

]-180

;-120

]

]-120

;60]

]-60;

0[

[0;6

0[

[60;

120[

[120

;180

[

[180

;240

[

[240

;300

[

[300

;360

[

[360

;…[

Time (sec.)

Num

ber o

f spe

ed a

djus

tmen

ts


Target descent




Time distribution of speed adjustmentsLFPO scenario - Tolerance Margin 0.25 NM

1.51.0

1.5

4.8

3.0 3.0

1.8

6.0

1.5

0

1

2

3

4

5

6

7

8

9

]…;-4

80]

]-480

;-360

]

]-360

;-240

]

]-240

;-120

]

]-120

;0[

[0;1

20[

[120

;240

[

[240

;360

[

[360

;…[

Time (sec.)

Num

ber

of s

peed

adj

ustm

ents

Target descent




1.5

0.5 0.5 0.3

1.3

2.5 2.3

1.5 1.5 1.5 1.5

0.5

1.3

4.3

1.8 1.5

0

1

2

3

4

5

6

7

8

9

]…;-4

80]

]-480

;-420

]

]-420

;-360

]

]-360

;-300

]

]-300

;-240

]

]-240

;-180

]

]-180

;-120

]

]-120

;60]

]-60;

0[

[0;6

0[

[60;

120[

[120

;180

[

[180

;240

[

[240

;300

[

[300

;360

[

[360

;…[

Time (sec.)

Num

ber o

f spe

ed a

djus

tmen

ts


Target descent



1.5

0.51.2

3.03.7

3.0

1.5

4.3

1.2

0

1

2

3

4

5

6

7

8

9

]…;-4

80]

]-480

;-360

]

]-360

;-240

]

]-240

;-120

]

]-120

;0[

[0;1

20[

[120

;240

[

[240

;360

[

[360

;…[

Time (sec.)

Num

ber o

f spe

ed a

djus

tmen

ts


Target descent



1.5

0.2 0.30.7 0.5

1.21.8 1.7

2.01.5 1.5

1.00.5

2.7

1.71.2

0

1

2

3

4

5

6

7

8

9

]…;-4

80]

]-480

;-420

]

]-420

;-360

]

]-360

;-300

]

]-300

;-240

]

]-240

;-180

]

]-180

;-120

]

]-120

;60]

]-60;

0[

[0;6

0[

[60;

120[

[120

;180

[

[180

;240

[

[240

;300

[

[300

;360

[

[360

;…[

Time (sec.)

Num

ber

of s

peed

adj

ustm

ents


Target descent


Time distribution of speed adjustmentsLFPO scenario - Tolerance Margin 1 NM

1.20.8

1.6

2.8

2.0 2.21.6

3.6

0.20

1

2

3

4

5

6

7

8

9

]…;-4

80]

]-480

;-360

]

]-360

;-240

]

]-240

;-120

]

]-120

;0[

[0;1

20[

[120

;240

[

[240

;360

[

[360

;…[

Time (sec.)

Num

ber o

f spe

ed a

djus

tmen

ts


Target descent


Time distribution of speed adjustmentsLFPO scenario - Tolerance Margin 1 NM

1.20.6

0.2

1.2

0.4

1.8

1.0 0.81.2

0.81.4

1.00.6

2.2

1.4

0.20

1

2

3

4

5

6

7

8

9

]…;-4

80]

]-480

;-420

]

]-420

;-360

]

]-360

;-300

]

]-300

;-240

]

]-240

;-180

]

]-180

;-120

]

]-120

;60]

]-60;

0[

[0;6

0[

[60;

120[

[120

;180

[

[180

;240

[

[240

;300

[

[300

;360

[

[360

;…[

Time (sec.)

Num

ber

of s

peed

adj

ustm

ents


Target descent




Time distribution of speed adjustmentsLFPG scenario - Tolerance Margin 0.25 NM

5.0

2.0

4.0

2.02.6

3.6

4.6

0.0 0.00

1

2

3

4

5

6

7

8

9

]…;-4

80]

]-480

;-360

]

]-360

;-240

]

]-240

;-120

]

]-120

;0[

[0;1

20[

[120

;240

[

[240

;360

[

[360

;…[

Time (sec.)

Num

ber o

f spe

ed a

djus

tmen

ts




5.0

0.4

1.6

2.8

1.20.6

1.40.8

1 .8

1.0

2.6

3.4

1.2

0.0 0.0 0.00

1

2

3

4

5

6

7

8

9

]…;-4

80]

]-480

;-420

]

]-420

;-360

]

]-360

;-300

]

]-300

;-240

]

]-240

;-180

]

]-180

;-120

]

]-120

;60]

]-60;

0[

[0;6

0[

[60;

120[

[120

;180

[

[180

;240

[

[240

;300

[

[300

;360

[

[360

;…[

Time (sec.)

Num

ber o

f spe

ed a

djus

tmen

ts


Target descent



4.0

1.21.5 1.5

2.3 2.2

3.5

0.50.00

1

2

3

4

5

6

7

8

9

]…;-4

80]

]-480

;-360

]

]-360

;-240

]

]-240

;-120

]

]-120

;0[

[0;1

20[

[120

;240

[

[240

;360

[

[360

;…[

Time (sec.)

Num

ber o

f spe

ed a

djus

tmen

ts




4.0

0.5 0.71.0

0.5 0.7 0.81.2 1.2 1.2 1.0

2.5

1.00.3 0.2 0.00

1

2

3

4

5

6

7

8

9

]…;-4

80]

]-480

;-420

]

]-420

;-360

]

]-360

;-300

]

]-300

;-240

]

]-240

;-180

]

]-180

;-120

]

]-120

;60]

]-60;

0[

[0;6

0[

[60;

120[

[120

;180

[

[180

;240

[

[240

;300

[

[300

;360

[

[360

;…[

Time (sec.)

Num

ber o

f sp

eed

adju

stm

ents


Target descent


Time distribution of speed adjustmentsLFPG scenario - Tolerance Margin 1 NM

2.5

0.8

3.0

1.8

1.0

3.0 3.3

0.0 0.00

1

2

3

4

5

6

7

8

9

]…;-4

80]

]-480

;-360

]

]-360

;-240

]

]-240

;-120

]

]-120

;0[

[0;1

20[

[120

;240

[

[240

;360

[

[360

;…[

Time (sec.)

Num

ber o

f spe

ed a

djus

tmen

ts



Time distribution of speed adjustmentsLFPG scenario - Tolerance Margin 1 NM

2.5

0.5 0.3

1.5 1.5

0.8 1.0 0.80.3

0.8

2.3 2.0

1.3

0.0 0.0 0 .00

1

2

3

4

5

6

7

8

9

]…;-4

80]

]-480

;-420

]

]-420

;-360

]

]-360

;-300

]

]-300

;-240

]

]-240

;-180

]

]-180

;-120

]

]-120

;60]

]-60;

0[

[0;6

0[

[60;

120[

[120

;180

[

[180

;240

[

[240

;300

[

[300

;360

[

[360

;…[

Time (sec.)

Num

ber

of s

peed

adj

ustm

ents


Target descent




16. DISTRIBUTION OF SPEED MAGNITUDE DEC'02

Distribution of speed magnitudes LFPO scenario - Tolerance Margin 0.25 NM

0.0 0.0 0.1 0.31.1

3.8

2.3

0.3 0.2 0.0 0.00

2

4

6

8

10

12

]-60;

-50]

]-50;

-40]

]-40;

-30]

]-30;

-20]

]-20;

-10]

]-10;

0[

[0;1

0[

[10;

20[

[20;

30[

[30;

40[

[40;

50[

Speed magnitudes (knots)

Num

ber

of s

peed

adj

ustm

ents

Distribution of speed magnitudes - zoomLFPO scenario - Tolerance Margin 0.25 NM

0.20.9

1.42.3

1.8

0.60.0

0.30

2

4

6

8

10

12

]-20;

-15]

]-15;

-10]

]-10;

-5]

]-5;0

[

[0;5

[

[5;1

0[

[10;

15[

[15;

20[


Num

ber o

f spe

ed a

djus

tmen

ts


0.0 0.0 0.2 0.4

1.3

2.8

1.3

0.3 0.2 0.1 0.00

2

4

6

8

10

12

]-60;

-50]

]-50;

-40]

]-40;

-30]

]-30;

-20]

]-20;

-10]

]-10;

0[

[0;1

0[

[10;

20[

[20;

30[

[30;

40[

[40;

50[


Num

ber

of s

peed

adj

ustm

ents


0.21.1 1.2

1.6

0.6 0.70.0 0.30

2

4

6

8

10

12

]-20;

-15]

]-15;

-10]

]-10;

-5]

]-5;0

[

[0;5

[

[5;1

0[

[10;

15[

[15;

20[


Num

ber

of s

peed

adj

ustm

ents

Distribution of speed magnitudes LFPO scenario - Tolerance Margin 1 NM

0.0 0.2 0.10.5 0.7

1.9 1.7

0.2 0.0 0.1 0.00

2

4

6

8

10

12

]-60;

-50]

]-50;

-40]

]-40;

-30]

]-30;

-20]

]-20;

-10]

]-10;

0[

[0;1

0[

[10;

20[

[20;

30[

[30;

40[

[40;

50[


Num

ber o

f spe

ed a

djus

tmen

ts

Distribution of speed magnitudes - zoomLFPO scenario - Tolerance Margin 1 NM

0.20.5 0.8 1.1 1.1

0.60.0 0.20

2

4

6

8

10

12

]-20;

-15]

]-15;

-10]

]-10;

-5]

]-5;0

[

[0;5

[

[5;1

0[

[10;

15[

[15;

20[


Num

ber

of s

peed

adj

ustm

ents



Distribution of speed magnitudes LFPG scenario - Tolerance Margin 0.25 NM

0.0 0.1 0.0 0.1 0.2 0.30.9

2.33.1

0.4 0.3 0.1 0.1 0.00

2

4

6

8

10

12

14

16

[-80;

-70]

]-70;

-60]

]-60;

-50]

]-50;

-40]

]-40;

-30]

]-30;

-20]

]-20;

-10]

]-10;

0[

[0;1

0[

[10;

20[

[20;

30[

[30;

40[

[40;

50[

[50;

60[


Num

ber

of s

peed

adj

ustm

ents

Distribution of speed magnitudes - zoomLFPG scenario - Tolerance Margin 0.25 NM

0.3 0.71.1 1.1

1.91.2

0.0 0.40

2

4

6

8

10

12

14

16

]-20;

-15]

]-15;

-10]

]-10;

-5]

]-5;0

[

[0;5

[

[5;1

0[

[10;

15[

[15;

20[


Num

ber

of s

peed

adj

ustm

ents


0.0 0.0 0.2 0.4

1.3

2.8

1.3

0.3 0.2 0.1 0.00

2

4

6

8

10

12

]-60;

-50]

]-50;

-40]

]-40;

-30]

]-30;

-20]

]-20;

-10]

]-10;

0[

[0;1

0[

[10;

20[

[20;

30[

[30;

40[

[40;

50[


Num

ber

of s

peed

adj

ustm

ents


0.21.1 1.2

1.6

0.6 0.70.0 0.30

2

4

6

8

10

12]-2

0;-1

5]

]-15;

-10]

]-10;

-5]

]-5;0

[

[0;5

[

[5;1

0[

[10;

15[

[15;

20[


Num

ber

of s

peed

adj

ustm

ents

Distribution of speed magnitudes LFPG scenario - Tolerance Margin 1 NM

0.0 0.0 0.1 0.1 0.0 0.00.5

1.92.4

0.4 0.0 0.0 0.0 0.00

2

4

6

8

10

12

14

16

[-80;

-70]

]-70;

-60]

]-60;

-50]

]-50;

-40]

]-40;

-30]

]-30;

-20]

]-20;

-10]

]-10;

0[

[0;1

0[

[10;

20[

[20;

30[

[30;

40[

[40;

50[

[50;

60[


Num

ber

of s

peed

adj

ustm

ents

Distribution of speed magnitudes - zoomLFPG scenario - Tolerance Margin 1 NM

0.00.5 0.4

1.5 1.3 1.10.0 0.40

2

4

6

8

10

12

14

16

]-20;

-15]

]-15;

-10]

]-10;

-5]

]-5;0

[

[0;5

[

[5;1

0[

[10;

15[

[15;

20[


Num

ber

of s

peed

adj

ustm

ents



Distribution of speed magnitudes LFPO scenario - Acquisition phase

0.0 0.1 0.10.4

1.2 1.00.6 0.3 0.0 0.1 0.00

2

4

6

8

10

12

]-60;

-50]

]-50;

-40]

]-40;

-30]

]-30;

-20]

]-20;

-10]

]-10;

0[

[0;1

0[

[10;

20[

[20;

30[

[30;

40[

[40;

50[


Num

ber o

f spe

ed a

djus

tmen

ts

Distribution of speed magnitudes - zoomLFPO scenario - Acquisition phase

0.1

1.10.5 0.5 0.4 0.2 0.0 0.30

2

4

6

8

10

12

]-20;

-15]

]-15;

-10]

]-10;

-5]

]-5;0

[

[0;5

[

[5;1

0[

[10;

15[

[15;

20[


Num

ber

of s

peed

adj

ustm

ents

Distribution of speed magnitudes LFPO scenario - Maintain phase

0.0 0.1 0.1 0.10.9

3.7

1.8

0.0 0.1 0.1 0.00

2

4

6

8

10

12

]-60;

-50]

]-50;

-40]

]-40;

-30]

]-30;

-20]

]-20;

-10]

]-10;

0[

[0;1

0[

[10;

20[

[20;

30[

[30;

40[

[40;

50[


Num

ber

of s

peed

adj

ustm

ents

Distribution of speed magnitudes - zoomLFPO scenario - Maintain phase

0.10.9

1.62.1

1.10.6

0.0 0.00

2

4

6

8

10

12]-2

0;-1

5]

]-15;

-10]

]-10;

-5]

]-5;0

[

[0;5

[

[5;1

0[

[10;

15[

[15;

20[


Num

ber o

f spe

ed a

djus

tmen

ts

Distribution of speed magnitudes LFPO scenario - Remain phase

0.0 0.1 0.20.6

1.1

3.22.6

0.6 0.3 0.0 0.00

2

4

6

8

10

12

]-60;

-50]

]-50;

-40]

]-40;

-30]

]-30;

-20]

]-20;

-10]

]-10;

0[

[0;1

0[

[10;

20[

[20;

30[

[30;

40[

[40;

50[


Num

ber

of s

peed

adj

ustm

ents

Distribution of speed magnitudes - zoomLFPO scenario - Remain phase

0.40.7

1.41.9 1.6

0.9

0.00.6

0

2

4

6

8

10

12

]-20;

-15]

]-15;

-10]

]-10;

-5]

]-5;0

[

[0;5

[

[5;1

0[

[10;

15[

[15;

20[


Num

ber

of s

peed

adj

ustm

ents



Distribution of speed magnitudes LFPG scenario - Acquisition phase

0.0 0.1 0.1 0.00.5 0.4 0.6

0.1 0.1 0.1 0.00

2

4

6

8

10

12

14

16

]-60;

-50]

]-50;

-40]

]-40;

-30]

]-30;

-20]

]-20;

-10]

]-10;

0[

[0;1

0[

[10;

20[

[20;

30[

[30;

40[

[40;

50[


Num

ber

of s

peed

adj

ustm

ents

Distribution of speed magnitudes - zoomLFPG scenario - Acquisition phase

0.1 0.4 0.2 0.2 0.1 0.50.0 0.10

2

4

6

8

10

12

14

16

]-20;

-15]

]-15;

-10]

]-10;

-5]

]-5;0

[

[0;5

[

[5;1

0[

[10;

15[

[15;

20[


Num

ber o

f spe

ed a

djus

tmen

ts

Distribution of speed magnitudes LFPG scenario - Maintain phase

0.1 0.0 0.1 0.10.9

2.6

5.6

1.3

0.1 0.0 0.00

2

4

6

8

10

12

14

16

]-60;

-50]

]-50;

-40]

]-40;

-30]

]-30;

-20]

]-20;

-10]

]-10;

0[

[0;1

0[

[10;

20[

[20;

30[

[30;

40[

[40;

50[


Num

ber o

f spe

ed a

djus

tmen

ts

Distribution of speed magnitudes - zoomLFPG scenario - Maintain phase

0.20.7

1.3 1.4

3.12.4

0.0

1.3

0

2

4

6

8

10

12

14

16]-2

0;-1

5]

]-15;

-10]

]-10;

-5]

]-5;0

[

[0;5

[

[5;1

0[

[10;

15[

[15;

20[


Num

ber o

f spe

ed a

djus

tmen

ts

Distribution of speed magnitudes LFPG scenario - Remain phase

0.0 0.1 0.1 0.2 0.4 0.51.0

1.90.8

0.2 0.3 0.0 0.1 0.00

2

4

6

8

10

12

14

16

[-80;

-70]

]-70;

-60]

]-60;

-50]

]-50;

-40]

]-40;

-30]

]-30;

-20]

]-20;

-10]

]-10;

0[

[0;1

0[

[10;

20[

[20;

30[

[30;

40[

[40;

50[

[50;

60[


Num

ber o

f spe

ed a

djus

tmen

ts

Distribution of speed magnitudes - zoomLFPG scenario - Remain phase

0.3 0.7 1.1 0.7 0.4 0.4 0.0 0.20

2

4

6

8

10

12

14

16

]-20;

-15]

]-15;

-10]

]-10;

-5]

]-5;0

[

[0;5

[

[5;1

0[

[10;

15[

[15;

20[


Num

ber o

f spe

ed a

djus

tmen

ts



17. FIXATIONS PER AREA OF INTEREST DEC'02

Navigation Display

Areas of interest for the ND are:

1: Spacing scale 2: Speed 3: Next waypoint 4: Suggested IAS

5: Warning messages (stabilize speed, losing spacing, unable delegation)

6: ADF-VOR1 7: ADF-VOR2 8: Wind

9: Rest of the display (possibly including target)

4

32

1

56 7

8

9

Example of fixations per areas on ND, PNF, TM 0.5 NM:

ND fixations distribution

7.7% 3.9% 1.1% 0.7% 1.0% 0.6% 0.8% 0.4%

83.8%

0%

20%

40%

60%

80%

100%

Spacingscale

Speed Nextw aypoint

SuggestedIAS

Warningmessages

ADF-VOR1

ASF-VOR2

Wind ND center



Primary Flight Display

Areas of interest for the PFD are:

1: FMA 2: Speed 3: Artificial horizon 4: Vertical deviation scale

5: Level 6: Vertical speed rate 7: Mach speed 8: Lateral deviation scale

9: Heading 10: Altimeter setting

Example of fixations per areas on PFD, PNF, TM 0.5 NM:

PFD fixations distribution

19.6%23.9%

28.2%

5.8%

17.1%

1.1% 1.0% 0.4% 1.4% 1.3%0%

10%

20%

30%

40%

50%

60%

FMA Speed AH VDScale

Level VS Rate Machspeed

LD Scale Heading Altimetersetting



The FMA area (1) was divided into 7 sub-areas:

1A: AutoThrust mode 1B: Vertical mode 1C: Lateral mode 1D: Approach capacities 1E: Engagement AP/FD - A/THR 1F: Alert messages LVR (Lever) 1G: Special messages

Example of fixations per areas on FMA, PNF, TM 0.5 NM:

FMA fixations distribution

4.3%

6.7%

2.1% 2.1%1.0% 1.2%

2.2%

0%1%2%3%4%5%6%7%8%

AutoThrustmode

Vertical mode Lateral mode Approachcapacities

AP/FD -A/THR

LVR Specialmessages

Flight Control Unit Areas of interest for the MCDU are: 1: Captain altimeter settings 2: Captain ND settings 3: Speed 4: Heading 5: Active auto pilot 6: Level 7: Vertical rate 8: First officer altimeter settings 9: First officer ND settings

1 2 3 4 5 6 7 8 9

Example of fixations per areas on FCU, PNF, TM 0.5 NM:

FCU fixations distribution

3.1% 1.8% 3.6% 6.3%10.3% 12.9%

6.7%

39.7%

15.6%

0%5%

10%15%20%25%30%35%40%45%

Capt.altimetersettings

Capt. NDsettings

Speed Heading Activeauto pilot

Level Verticalrate

First off.altimetersettings

First off.ND

settings



Multi Control and Display Unit

Areas of interest for the MCDU arelimited to the spacing task performance. They cannot be applied to other phases. Areas are:

1: Information about delegation 2: Suggested speed 3: Messages

1

2

3

Example of fixations per areas on MCDU, PNF, TM 0.5 NM:

MCDU fixations distribution

32.4%

18.0%

7.6%

42.0%

0%

10%

20%

30%

40%

50%

60%

Delegationinformation

Suggestedspeed

Messages Other



18. SPACING DEVIATION DEC'02

Spacing deviation - AverageLFPO

0.060.07

0.100.07

0.130.16

0

0.05

0.1

0.15

0.2

0.25

0.3

0.25 0.5 1

Tolerance Margins (NM)

Spac

ing

devi

atio

n va

lue

(NM

)MaintainRemain

Spacing deviation - MaxLFPO

0.07 0.09 0.150.20

0.34

0.44

00.10.20.30.40.50.60.70.8

0.25 0.5 1


Spac

ing

devi

atio

n va

lue

(NM

)

MaintainRemain

Spacing deviation - AverageLFPG

0.04 0.050.08

0.05

0.11

0.07

0

0.05

0.1

0.15

0.2

0.25

0.3

0.25 0.5 1


Spa

cing

dev

iatio

n va

lue

(NM

)

MaintainRemain

Spacing deviation - MaxLFPG

0.180.14 0.130.13

0.33

0.19

00.10.2

0.30.40.50.6

0.70.8

0.25 0.5 1


Spac

ing

devi

atio

n va

lue

(NM

)

MaintainRemain



Distribution of max spacing deviationsLFPO

0123456789

101112

[0;0.1[ [0.1;0.2[ [0.2;0.3[ [0.3;0.4[ [0.4;0.5[ [0.5;0.6[ [0.6;0.7[ [0.7;0.8[ [0.8;0.9[

Spacing deviation values (NM)

Num

ber o

f run

s Maintain 0.25Maintain 0.50Maintain 1Remain 0.25Remain 0.50Remain 1

Distribution of average spacing deviationsLFPG

0123456789

101112

[0;0.1[ [0.1;0.2[ [0.2;0.3[ [0.3;0.4[ [0.4;0.5[ [0.5;0.6[ [0.6;0.7[ [0.7;0.8[ [0.8;0.9[


Num

ber

of r

uns

Maintain 0.25Maintain 0.50Maintain 1Remain 0.25Remain 0.50Remain 1

Distribution of max spacing deviationsLFPG

0123456789

101112

[0;0.1[ [0.1;0.2[ [0.2;0.3[ [0.3;0.4[ [0.4;0.5[ [0.5;0.6[ [0.6;0.7[ [0.7;0.8[ [0.8;0.9[


Num

ber o

f run

s Maintain 0.25Maintain 0.50Maintain 1Remain 0.25Remain 0.50Remain 1



19. LOSSES OF SPACING DEC’02

Correction duration: Time between the “LOSING SPACING” message display and the closure rate reaching 0. It is an indicator of the reaction time of the pilot plus the reaction time of the aircraft.

Spacing task phase

Losing spacing duration

Correction duration

Max spacing value

Max spacing deviation

Start End

Time 286 sec. 379 sec.

Own aircraft Altitude 16616 ft 14349 ft

Target Altitude 9238 ft 9000 ft

Closure Rate 24 kt -11 kt

Current IAS 244 kt 223 kt

Sug IAS 213 kt 219 kt

Selected IAS 194 kt 209 kt

Target IAS 248 kt 248 kt

Comments

Note:In the "Managed descent" mode, selected speed is managed with a lower priority than descent profile.

Run 09/12/03 14h32 0.5NM LFPO

Losing spacing characteristics

93 sec.

7.36NM

Remain

33 sec.

0.14NM

Following target speed reduction, PF selected 205 kt then 194 kt (at 166 sec.). Despite the fact thatthe suggested speed was higher (235 kt then 214 kt), the spacing instructed aircraft was too fast tokeep the required spacing. In fact, the commanded deceleration was not effective because ofthe use by PF of "Managed descent" mode (DES on the FMA).

Moreover, speed brakes were opened too late : position 3 from 268 to 275 sec. (before "LOSINGSPACING" message), position 3 from 295 to 328 sec. (after "LOSING SPACING" message) andposition 3 from 350 to 382 sec.

PF behaved with speed as if he was in "Open descent" mode (OP DES on the FMA).

PF made a mode awareness error. The non detection of the mode error delayed the problem correction.

IAS

180

200

220

240

260

280

300

320

340

94 109

125

141

157

173

189

205

222

238

250

265

280

294

310

322

335

350

365

380

395

411

IAS (k

t) Selected IAS

Current IAS

Suggested IAS

Spacing

7.0

8.0

9.0

94 109

125

141

157

173

189

205

222

238

250

265

280

294

310

322

335

350

365

380

395

411

Time (sec.)

Spac

ing (N

M)

target speed reduction start losing spacing

SS

S

Use of speed brakesS



Spacing task phase


Correction duration

Max spacing value


Start End

Time -533 sec. -492 sec.



Closure Rate -24 kt -11 kt



Selected IAS 299 kt 209 kt

Target IAS 299 kt 248 kt

Comments

Run 09/12/03 15h29 0.25NM LFPG

Acquisition

41 sec.

20 sec.

Because of its initial conditions, this run requires an early deceleration to 287 kt to be at 8NM behindthe target when it passes the waypoint.

The crew started the briefing early in the run. It was interrupted by target selection and resumed afterthe merge instruction.Possibly because of the on-going briefing, PF delayed the deceleration and got a first "LOSINGSPACING" message during the acquisition phase. Consequently, crew's reaction was to decelerate(PNF: "We must reduce speed!").

Although the suggested IAS was 287 kt, 260 kt was first selected (at -628 sec.) then 252 kt (at -584 sec.) right after current IAS reached 260 kt (at -592 sec.) and the "STABILIZE SPEED" messagewas displayed (at -582 sec.).

Speed brakes were opened between the speed selections (position 3 from -611 to -586 sec. thenposition 2 to -549 sec.).

PF tried to straighten out the situation with the selection of 290 kt (following the suggested IAS at -576 sec.) but the aircraft kept on decelerating first (aircraft inertia) and lost the spacing.

Too late and too large deceleration corrected by too late acceleration led to infringe the spacing. We assume crew did not react before the "losing spacing" message for it was not monitoring spacing during briefing. In that particular case, briefing was too demanding to

the detriment of the spacing task.

8.32NM

0.07NM


IAS

180

200

220

240

260

280

300

320

340

-658

-645

-631

-622

-610

-596

-583

-573

-563

-549

-536

-524

-510

-497

-483

-469

-456

-442

-428

-414

-400

IAS

(kt)

Selected IAS

Current IAS

Suggested IAS

Spacing

7.0

8.0

9.0

-658

-645

-632

-623

-611

-598

-584

-575

-566

-552

-539

-527

-514

-501

-488

-474

-461

-447

-433

-420

-406

-393

Time (sec.)

Spac

ing

(NM)

losing spacingstart of the

acquisition phase

S

S

SUse of speed brakes



Spacing task phase


Correction duration

Max spacing value


Start End







Selected IAS 251 kt 242 ktTarget IAS 248 kt 248 ktCommentsFrom 58 sec., suggested IAS advised to decelerate slowly but was not followed by PF whomaintained 317 kt (target at 298 kt decelarating slowly).

Target speed reduction to 250 kt started at 118 sec. whereas the spacing instructed aircraft stabilizedat FL100 which is a quite stable situation.

PF started speed reduction at 137 sec. (from 317 kt to 251 kt selected) when the closure rate reached+36 kt, that is to say 19 seconds after target speed reduction start. The crew reacted too late tomaintain spacing without the use of speed brakes.

Speed brakes were first opened before the "LOSING SPACING" message in position 2 from 154 to 172sec. that is to say 17 seconds after spacing instructed aircraft speed reduction. Then they wereopened in position 3 to 197 sec. and position 2 to 213 sec.

Considering that the situation was deteriorating, the crew opened the speed brakes too late tomaintain the spacing within the tolerance margin.

Initial suggested deceleration not followed and late reaction (use of speed brakes) resulted in the loss of spacing.

7.45NM

0.05NM


Run 12/12/03 11h50 0.5NM LFPG

Remain

17 sec.

12 sec.

IAS

180

200

220

240

260

280

300

320

340

90 98 107

115

124

133

139

144

151

159

167

176

183

192

201

208

216

225

233

242

247

IAS (

kt)

Selected IASCurrent IASSuggested IAS

Spacing

7.0

8.0

9.0

90 98 107

115

124

133

139

144

151

159

167

176

183

192

201

208

216

225

233

242

247

Time (sec.)

Spac

ing (

NM)

losing spacingtarget speed reduction start

S SS

SUse of speed brakes



Spacing task phase


Correction duration

Max spacing value


Start End


Own aircraft Altitude 13752ft 12790 ft





Selected IAS 235 kt 216 ktTarget IAS 249 kt 248 ktCommentsMaintaining the spacing within a 0.25NM tolerance margin without speed brakes was possible butrequired the spacing instructed aircraft to react rapidly and start deceleration right after the target.

PF started speed reduction at 242 sec. (from 265 to 240 kt selected) when the closure rate reached+16 kt, that is to say 15 seconds after target speed reduction start. The crew reacted too late tomaintain spacing without the use of speed brakes.

However, the crew did not open speed brakes and thus lost the spacing.

Note:Time-lag between target speed reduction and spacing instructed aircraft speed reduction was similaracross runs in the same condition (LFPO, 0.25NM) but speed brakes were opened in the three otherruns and no losing spacing occurred.

Reactions occurring too late and not intense enough resulted in the loss of spacing.

7.64NM

0.11NM


Run 12/12/03 12h35 0.25NM LFPO

Remain

77 sec.

40 sec.IAS

180

200

220

240

260

280

300

320

340

82 98 114

130

146

162

178

194

210

226

242

256

271

285

301

316

333

347

363

378

394

IAS

(kt)

Selected IASCurrent IASSuggested IAS

Spacing

7.0

8.0

9.0

82 98 114

130

146

162

178

194

210

226

242

256

271

285

301

316

333

347

363

378

394

Time (sec.)

Spac

ing

(NM)

losing spacingtarget speed

reduction start

EUROCONTROL EXPERIMENTAL CENTRE · FRANCE Telephone: +33 (0)1 69 88 75 00 Sponsor: EUROCONTROL...

Documents

Transcript of EUROCONTROL EXPERIMENTAL CENTRE · FRANCE Telephone: +33 (0)1 69 88 75 00 Sponsor: EUROCONTROL...